GIFT   OF 


iVt'V    <?,     ISI9 


Standardization     of 
Ship    Materials 


BY 


FRED    T.    LLEWELLYN 

Federal  Shipbuilding  Company,  Kearney,  N.  J. 
Chickasazu  Shipbuilding  Company,  Mobile,  Ala. 


READ  AT  THE  MEETING  OF  THE 
AMERICAN  IRON  AND  STEEL  INSTITUTE 

New  York 

Hotel  Pennsylvania,   May   23,   I9I9- 


-•• 


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STANDARDIZATION  OF  SHIP  MATERIALS 

FEED  T.   LLEWELLYN 

Federal    Shipbuilding    Co.,    Keamy,    N.  J.,  &  Chickasaw  Shipbuilding  Co., 

Mobile,  Ala. 

1.  It  will  be  the  aim  in  this  paper  to  present  a  brief 
outline  of  the  need,  history,  and  possibilities  of  standardi- 
zation in  connection  with  some  of  the  materials  used  in 
the  construction  and  equipment  of  steel  cargo  ships.    The 
paper  is  supplemented  by  five  appendices,  which  will  not 
be  read,  but  whose  examination,  it  is  believed,  will  sup- 
port the  conclusions  reached. 

2.  For  all  practical  purposes  "standardization"  does 
not  mean  "making  everything  alike"-— that  is  "imita- 
tion."   The  term  signifies  rather  "regulation  in  accord- 
ance with  a  series  of  common  criteria, ' '  and  the  efficiency 
of  the  standardization  varies  inversely  with  the  profusion 
of  the  criteria  and  directly  as  the  breadth  of  their  ap- 
plicability.   There  are  at  least  three  different  phases  of 
standardization  as  applied  to  ships — standardization  of 
types,  which  is  largely  the  owner's  or  operator's  affair; 
standardization  of  designs,  in  which  the  shipbuilder  is 
principally  concerned;  and  standardization  of  materials, 
which  is  most  vital  to  the  manufacturer — and  while  all 
three  phases  are  to  some  extent  inter-related  it  is  desir- 
able not  to  confuse  their  respective  scopes.     The  pos- 
sibilities of  standardizing  the  various  types  of  ships  may 
be  limited  by  differing  conditions  of  routes,  harbors,  and 
service,  but  standard  ranges  and  grades  of  material  can 
be  applied  to  any  ordinary  tyjpes   and  designs.     The 
present  paper  will  confine  itself  to  the  standardization  of 
ship  materials,  referring  to  the  type  or  design  of  ships 
only  in  so  far  as  the  standardization  of  their  materials 
may  be  affected  thereby. 

3.  It  is  impossible  here,  nor  is  the  writer  competent, 
to  discuss  in  detail  the  multitude  of  different  kinds  of 
material  that  enter  into  the  construction  and  equipment 

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AMERICAN    IRON    AND    STEEL   INSTITUTE,    MAY    MEETING 

of  a  ship,  but  some  idea  of  their  variety  may  be  obtained 
from  Appendices  A  and  B,  in  which  are  given  tentative 
classifications  respectively  of  ship  parts  and  of  ship 
materials.  Appendix  C  suggests  a  series  of  topics  under 
which  investigations  into  the  standardization  of  such 
material  might  be  conveniently  grouped.  While  these 
three  appendices  should  not  be  considered  other  than  sug- 
gestive, they  represent  considerable  investigation,  and  in 
addition  to  the  information  given  they  may  afford  a  con- 
venient series  of  pigeon-holes  for  the  classification  of  ad- 
ditional data.  Some  standardization  of  miscellaneous 
parts  has  already  been  accomplished,  as  in  the  case  of 
chain,  anchors,  lifeboats,  hardware,  and  other  parts,  but 
it  is  believed  the  field  offers  opportunity  for  further  work 
along  the  line  of  the  plain  materials  and  equipment  used. 
Possibly  such  investigation  might  come  within  the  scope 
of  the  American  Society  for  Testing  Materials.  If  there 
are  present  manufacturers  of  Engines,  Pumps,  or  other 
Auxiliaries,  they  are  invited  to  consider  whether  it  should 
be  necessary  for  the  buyer  of  a  ship,  desirous  of  having 
her  parts  interchangeable,  to  restrict  his  purchases  to 
the  product  of  one  maker. 

4.  While   steel  is   only  one   of  the   many  materials 
needed  in  shipbuilding,  and  while  there  are  numerous 
steel  products  required  in  addition  to  those  in  the  hull 
structure,  yet  the  hull  structure  is  so  important,  consti- 
tuting as  it  does  some  75  per  cent  of  the  weight  and  50 
per  cent  of  the  cost  of  a  cargo  ship,  and  its  materials  are 
of  such  special  concern  to  the  American   Iron    &    Steel 
Institute,  that  the  body  of  this  paper  will  be  devoted  to 
that  portion  of  the  subject. 

5.  Let  us  first  consider  the  opportunities  for  the  stan- 
dardization of  hull  steel  as  compared  with  other  fields  in 
which  structural  steel  is  used.    While  in  some  respects 
the  requirements  of  a  ship  resemble  those  of  rolling- 
stock,  comparison  with  bridge  building  practice  seems  to 
offer  the  more  practical  appeal.    A  ship  is  a  storm-tossed 
box-girder,  a  freight  tank,  a  power-house,  and  a  floating 

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STANDARDIZATION    OF    SHIP    MATERIALS LLEWELLYN 

hotel,  all  combined.  The  popular  notion  that  her  stresses 
are  indeterminate  is  no  more  correct  than  in  the  case  of 
fixed  steel  structures.  The  origin  of  design  in  both 
classes  of  structures  was  an  accumulation  of  empirical 
rules,  and  in  both  cases  theory  has  simply  afforded  an 
intelligent  means  of  predicting  the  probable  safety  of  an 
untried  design  from  one  whose  behavior  is  known.  The 
Titanic  is  matched  by  the  Tay  and  the  Quebec  bridges. 

The  design  of  a  ship  indeed  has  some  advantages  over 
that  of  a  bridge.  When  once  built  the  bridge  is  largely 
left  to  the  mercy  of  the  elements  (and  of  constantly  in- 
creasing train  loads),  whereas  on  each  voyage  the  captain 
of  a  ship  has  it  within  his  power  to  stow  and  navigate  in 
such  a  manner  as  to  minimize  the  menace  of  the  waves. 
It  is  of  course  true  that  this  menace  may  reduce  the 
safety  factor  of  ignorance  to  a  greater  extent  than  in  the 
case  of  a  bridge. 

The  naval  architect  is  also  fortunate  in  that  a  large 
percentage  of  his  loads  are  carried  directly  by  the  up- 
ward reactions  due  to  buoyancy  at  different  cross  sections 
of  the  ship.  Eoughly  speaking,  the  maximum  longitudinal 
bending  moment  amidships  is  only  about  one-fourth  the 
moment  that  would  be  caused  by  the  uniformly  distrib- 
uted weight  of  ship  and  contents  on  a  clear  span  equal  to 
the  ship's  length;  but  this  ratio  does  not  hold  at  other 
points  fore  and  aft. 

If  the  inquisitive  bridge  engineer  wishes  to  compare 
the  accepted  method  of  computing  the  principal  stresses 
in  a  ship  with  his  own  theory  of  wheel  loads,  he  has 
merely  to  lay  off  a  trochoidal  wave  whose  length  equals 
that  of  the  ship,  and  whose  depth  is  one-twentieth  thereof, 
and  to  correlate  the  severest  possible  conditions  of  load- 
ing with  those  of  buoyancy  under  hogging  or  sagging  (as 
calculated  with  the  aid  of  TchebychefFs  Rule),  when  the 
maximum  longitudinal  bending  moment  at  any  point  can 
be  readily  determined  and  compared  with  the  section 
modulus  there;  but  the  process  is  tedious.  The  trans- 
verse and  local  strains  are  similarly  subject  to  computa- 

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AMERICAN    IRON    AND    STEEL    INSTITUTE,    MAY    MEETING 

tion  by  the  enterprising  mathematician.     The  dynamic 
stresses  are  more  elusive. 

6.  The  Classification  Societies,  realizing  that  danger- 
ous errors,  due  to  inexperience,  oversight,  or  (in  rare 
cases)  unscrupulousness,  might  accompany  the  prepara- 
tion of  stress  diagrams  for  each  design,  have  saved  the 
purchaser  and  the  shipbuilder  the  time  and  labor  that 
such  calculations  would  require  by  publishing  tabulated 
rules  giving  the  scantlings  recommended  for  the  various 
hull  members  in  ships  of  the  more  usual  types  and  dimen- 
sions.   These  rules  are  revised  from  time  to  time  in  line 
with  experience  based  on  the  constant  survey  of  both  the 
construction  and  operation  of  ships.    It  is  to  be  regretted, 
however,  that  the  eight  principal  classification  societies 
have  not  as  yet  agreed  among  themselves  on  a  standard 
set  of  rules. 

7.  The  authority  of  the  better  known  societies  is  justly 
great,  but  emphasis  should  be  laid  on  the  fact  that  classifi- 
cation is  not  refused  for  variation  from  their  rules  pro- 
vided the   substitutions   are   equally  efficient;   and  this 
privilege   broadens    the   possibilities    for    standardizing 
ship  materials.     For  example,  practically  nowhere  in  a 
ship  do  the  members  that  constitute  the  framing  consist 
merely  of  single  rolled  steel  shapes,  for  while  they  may 
appear  to  do  so  it  will  be  noted  that  one  or  both  of  their 
flanges  unite  with  the  heavy  plating  of  the  shell,  deck,  or 
double-bottom  tank-top  strakes,  or  of  the  bulkheads,  to 
f  orm  compound  members  wherein  the  plating  is  generally 
the  most  active  element,  on  much  the  same  principle  as 
that  followed  in  ferro-concrete  construction,  where  a  part 
of  the  floor-slab  is  utilized  as  the  compression  flange  of 
a  Tee  beam  or  girder.    This  arrangement  permits  of  sub- 
stitutions in  the  size  and  thickness  of  the  elements  in  such 
compound  members,  for  undesirable  variations  from  the 
adopted   standard  range   of   shapes   can   frequently  be 
avoided  by  modifying  the  plate  thickness,  and  vice  versa. 

8a.  On  the  other  hand  the  possibilities  for  standard- 
izing ship  as  compared  with  bridge  material  are  limited 

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STANDARDIZATION   OF   SHIP    MATERIALS — LLEWELLYN 

by  several  considerations.  With  a  given  fuel  consump- 
tion, the  earning  capacity  of  ships  of  similar  construction 
and  equipment  varies  with  the  ratio  between  the  weight 
of  water  displaced  by  the  loaded  ship  and  that  of  the  ship 
when  empty.  Consequently  any  excess  weight,  added 
with  a  view  of  standardizing  material,  not  only  may  in- 
crease the  first  cost,  which  is  not  the  most  important  fac- 
tor, but  will  certainly  decrease  her  earning  capacity  dur- 
ing the  entire  life  of  the  ship.  The  theoretical  soundness 
of  this  argument,  however,  seems  to  have  been  greatly 
overworked,  for  it  has  been  found  that  the  material  in  a 
given  design  can  be  standardized  without  adding  over  one 
per  cent  (and  usually  very  much  less)  to  the  total  weight, 
and  that  a  new  design  using  standard  material  can  in 
some  cases  be  so  arranged  as  to  actually  effect  a  saving 
in  the  quantity  used. 

8b.  The  essential  requirement  of  water  and  oil-tight- 
ness also  affects  the  determination  of  suitable  material. 
In  a  bridge  the  main  criterion  is  usually  that  of  strength 
alone,  but  in  a  ship  local  stiffness  against  deflection  is 
just  as  important  in  order  to  prevent  leaks  resulting 
from  an  opening  up  of  the  joints.  Also,  in  order  to  assist 
tightness,  in  shipbuilding  single  rolled  steel  angles  are 
preferred  to  the  pair  of  angles  so  dear  to  the  bridge 
builder,  for  the  single  angle  is  more  readily  caulked,  and 
its  use  minimizes  those  opportunities  for  corrosion  that 
are  invited  by  the  concealed  pockets  between  the  heels  of 
a  pair  of  angles.  The  need  of  watertightness  also  causes 
the  ship  designer  to  avoid  3-ply  rivets  (i.  e.,  rivets  con- 
necting three  thicknesses  of  metal)  as  far  as  possible,  for 
it  is  difficult  to  ensure  the  efficiency  of  such  rivets,  or  to 
locate  the  source  of  a  leak  at  such  connections.  There- 
fore 2-ply  rivets  are  used  wherever  practicable,  and  this 
means  that  instead  of  concentrating  a  number  of  con- 
nections at  one  point  or  line,  in  shipbuilding  the  impor- 
tant joints  are  arranged  to  come  off  center,  or  staggered. 
The  local  stresses  caused  by  this  eccentricity  are  more 
than  offset  by  its  many  advantages. 

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AMERICAN   IRON   AND   STEEL   INSTITUTE,    MAY    MEETING 

8c.  .Similar  considerations  explain  in  part  the  unsuit- 
ability  for  shipbuilding  of  standard  structural  channels 
less  than  15  inches  in  depth,  for  their  flanges  are  too  nar- 
row to  receive  the  proper  sized  rivet  hole,  and  their  inner 
faces  too  steep  to  allow  of  a  symmetrical  rivet  head,  and 
the  proximity  of  the  rivet  head  to  the  fillet  of  the  channel 
makes  efficient  laying-up  very  difficult.  For  this  reason' 
ship  channels,  having  wide  flanges  with  almost  flat  inner 
faces,  are  preferable  for  medium  sized  ship  members,  and 
bulb  angles  for  the  smaller  ones.  A  bulb  angle  is  stronger 
than  a  plain  angle  of  equal  weight ;  it  can  be  readily  mani- 
pulated on  the  bending  slabs ;  and  the  mass  of  metal  form- 
ing its  bulb  is  a  protection  against  the  wear  and  tear  of 
such  cargoes  as  coal,  ore,  or  steel.  The  bulb  offers  only 
a  small  surface  to  corrosion,  and  unlike  the  flange  it  is 
never  in  the  way  of  riveting. 

Sd.  While  recognizing  the  advantage  of  Tees  in  facil- 
itating the  making  of  water  and  oil-tight  connections, 
notably  at  the  bulkheads  of  Isherwood  tankers,  as  well 
as  in  the  construction  of  bilge  keels,  the  total  demand  for 
these  sections  as  compared  with  the  variety  of  contours 
offered  by  the  few  mills  rolling  them  is  insufficient  to 
warrant  their  general  use.  Similar  objections  apply  to 
the  occasional  specification  of  Zees.  The  popularity  of 
"H"  sections  for  use  as  pillars  has  been  limited  to  a 
comparatively  small  number  of  yards,  and  the  writer  is 
not  familiar  with  any  difficulty  in  obtaining  them,  but  the 
fact  that  the  larger  sizes  are  produced  by  only  one  mill, 
and  the  difficulty  of  making  substitution  in  case  of  need, 
has  made  it  desirable  to  generally  refrain  from  their  use, 
and  this  was  apparently  realized  by  the  shipyards  af- 
filiated with  the  aforesaid  mill.  The  symmetrical  proper- 
ties of  the  "I"  beam,  which  is  so  popular  in  steel  bridges, 
buildings,  and  cars,  make  this  shape  inefficient  and  waste- 
ful in  the  compound  members  of  which  a  ship's  framing 
is  necessarily  composed,  and  it  may  be  excluded  from  con- 
sideration for  the  purposes  of  this  paper. 

8e.  A  semi-medieval  custom,  whose  effect  is  not  al- 

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STANDARDIZATION    OF    SHIP    MATERIALS LLEWELLYN 

ways  realized,  lias  tended  to  befog  the  steel  engineer  in 
his  efforts  to  clarify  the  application  to  ships  of  his  experi- 
ence in  other  structural  lines,  namely  the  terminology 
employed.  This  is  due  not  so  much  to  the  use  by  ship- 
builders of  special  terms  (for  who  would  rob  the  sea- 
faring man  of  his  picturesque  phraseology?),  but  rather 
to  the  employment  by  both  ship  and  bridge  builders  of 
common  terms  but  with  different  meaning,  and  of  differ- 
ent terms  with  the  sama  meaning.  Thus,  the  "  dead- 
weight" of  a  ship  is  the  "live  load"  on  a  bridge.  The 
structural  engineer  would  call  the  "floors"  of  a  ship 
"floor  girders,"  while  his  "floors"  are  known  in  a  ship- 
yard as  "decks."  The  "web-frames"  of  a  ship  corre- 
spond to  bridge  "portals,"  her  "cant-frames"  to  "skew- 
portals,"  and  her  "bulkheads"  to  diaphragms."  The 
"foundations"  beneath  a  ship's  machinery  would  be 
known  on  land  rather  as  "grillage,"  while  a  marine 
"erection"  is  confined  to  "superstructure."  The  ship- 
builder usually  restricts  the  terms  "gusset"  plate  and 
"stringer"  to  horizontal  members,  preferring  the  re- 
spective terms  "bracket"  and  "girder"  if  they  are  ver- 
tical, and  plain  rolled  steel  "angles"  are  not  classed  as 
"shapes"  in  the  older  shipyards,  whereas  rolled  steel 
"bars"  are  frequently  so  included.  The  "shell"  of  a 
ship  might  be  termed  "skin"  by  a  structural  engineer, 
who  would  "furnish"  or  "attach"  members  that  in  ship 
parlance  are  "fitted,"  and  he  would  put  a  "crimp"  in 
plates  or  frames  that  on  the  ways  are  "joggled."  In 
those  rare  cases  when  bridge  or  building  connections  have 
to  be  made  from  field  templates  they  are  said  to  be  "  Man- 
ley 'd"  by  our  biggest  fabricator,  whereas  on  a  hull  they 
are  "lifted"  from  the  frames. 

9.  In  spite  of  these  unknown  tongues,  it  will  be  evi- 
dent that  the  material  used  is  the  distinguishing  factor 
in  the  differing  conditions  of  design.  In  a  ship  the  plates 
(which  make  up  some  two-thirds  of  her  tank-like  hull 
structure)  are  the  all- important  element,  the  shapes  serv- 
ing merely  to  brace  and  locally  reinforce  the  plating; 

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AMERICAN   IRON    AND   STEEL   INSTITUTE,    MAY    MEETING 

whereas  in  a  bridge  or  building  the  shapes  preponderate 
as  the  nucleus  of  its  skeleton  framework,  plates  being 
used  in  large  measure  merely  to  unite  and  reinforce  the 
shapes. 

10.  Some  old  line  shipbuilders  have  argued  that  the 
cost  of  the  plain  material  in  a  ship  is  a  comparatively 
small  percentage  of  the  finished  hull,  and  that  the  need 
for  standardizing  ship  materials  is  therefore  not  so 
urgent.  Such  an  argument  overlooks  the  most  vital  aim 
of  standardization,  which  is  to  increase  production  by 
simplifying  all  the  processes  involved — at  the  rolling 
mill,  in  the  shop,  and  on  the  ways — although  as  regards 
material  cost  alone  it  is  reasonable  to  believe  that  in  the 
long  run  better  terms,  as  well  as  service,  may  be  procur- 
able from  the  rolling  mills  for  a  tonnage  that  is  attractive 
from  the  standpoint  of  mill  operation,  as  opposed  to  one 
requiring  too  frequent  roll  changes  or  other  irksome 
features. 

lla.  That  such  standardization  was  necessary  in  or- 
der to  successfully  carry  out  the  enlarged  shipbuilding 
program  which  formed  perhaps  the  keystone  of  this 
country's  contribution  to  the  War,  and  which  is  expected 
to  continue  on  a  scale  undreamed  of  a  few  years  ago,  is 
evident  from  the  following  facts.  Rolled  steel  plates 
were  being  ordered  in  at  least  three  different  and  non- 
interchangeable  ways,  some  specifications  giving  weights 
per  square  foot,  some  giving  thicknesses  in  sixteenths, 
thirty-seconds  or  sixty-fourths  of  an  inch,  and  some  using 
the  decimal  system  varying  by  even  hundredths  of  an 
inch,  the  latter  having  partially  replaced  the  old  British 
use  of  twentieths  of  an  inch.  To  further  complicate  mat- 
ters our  mills  were  simultaneously  executing  foreign  or- 
ders based  on  the  metric  system.  It  frequently  happened 
that  the  quantity  required  of  some  odd  thickness  was 
totally  insufficient  to  warrant  changing  the  rolls.  While 
it  is  manifest  that  such  variations  are  closer  than  it  is 
feasible  to  produce  on  a  commercial  basis,  and  closer 
even  than  the  rolling  mill  tolerances  permitted  by  the 

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STANDARDIZATION    OF   SHIP    MATERIALS LLEWELLYN 

specifications,  and  while  in  many  cases  substitutions 
were,  as  a  matter  of  fact,  allowed  after  receipt  of  specifi- 
cations by  the  mills,  yet  the  confusion  resulting  from  this 
meticulous  attempt  on  paper  to  secure  unnecessarily 
minute  variations,  especially  when  the  tonnage  was  to  be 
allocated  through  the  War  Industries  Board,  made  it  im- 
perative that  a  simple  and  uniform  range  of  thicknesses 
be  adopted. 

lib.  Additional  confusion  and  delay  were  being 
caused  by  the  use  of  differing  order  forms  and  quality 
specifications,  by  the  slowing  down  of  the  mills  to  shear 
to  sketch  awkward  and  irregular  shaped  web-plates, 
brackets  and  gussets  (which  usually  had  to  be  re-trim- 
med at  the  shipyard),  and  by  the  excessive  quantity  of 
hieroglyphic  location  marks  that  the  mills  were  expected 
to  paint  on  each  plate,  and  which  at  times  required  more 
space  than  the  surface  of  the  smaller  plates  afforded. 

lie.  While  the  tonnage  of  rolled  steel  shapes  required 
is  only  about  one-half  that  of  plates,  the  diversity  of  sec- 
tions (see  Appendix  D)  that  were  being  specified  by  the 
seventy  odd  steel  shipyards  in  this  country,  even  when 
their  ships  were  to  the  same  design  (see  Appendix  E), 
aggravated  by  the  absence  of  uniformity  between  the 
steel  makers  in  the  contours  of  many  of  their  sections, 
made  the  question  of  standard  shapes  equally  important 
and  much  more  of  a  task.  The  number  of  different 
shapes  used  reached  the  astounding  total  of  131,  and  the 
number  of  their  different  thicknesses  403,  even  when 
those  thicknesses  of  the  same  shape  that  did  not  differ 
by  more  than  2^  per  cent  were  counted  as  the  same  sec- 
tion. In  one  hull,  involving  about  500  tons  of  shapes, 
there  were  42  different  sections  and  118  distinct  thick- 
nesses, of  which  9  sections  were  rolled  only  at  one  mill 
and  one  tee  section  at  another  mill.  Of  separate  sections 
there  were  items  as  low  as  8  Ibs.  per  hull,  and  35  thick- 
nesses involved  less  than  500  Ibs.  each.  Of  one  shape  only 
43  Ibs.  per  hull  were  required.  While  many  of  these  sec- 
tions were  for  use  in  secondary  members,  their  specifica- 

9 


AMERICAN    IRON    AND    STEEL    INSTITUTE,    MAY    MEETING 

tion  seriously  hampered  the  mill  in  cleaning  up  orders, 
lid.  A  comparatively  small  tonnage  of  rolled  steel 
bars  (other  than  rivet  rods)  is  needed  for  each  hull, 
mainly  for  use  as  liners  or  fillers,  but  here  again  minute 
variations  in  thickness  and  width,  often  required  only  to 
give  a  neater  appearance,  caused  unwarranted  difficulty 
in  the  complete  shipment  of  the  mill  orders  for  any  por- 
tion of  a  hull. 

12.  These  were  the  factors  responsible  for  the  so- 
called  "lag-lists."     These  were  the  odds  and  ends  that 
threatened  to  render  unavailing  the  strenuous  efforts  of 
the  rolling  mills  to  ship  in  sequence,  and  that  encouraged 
an  otherwise  unnecessary  "cushion"  of  reserve  stock  at 
one  time  aggregating  over  a  million  tons.     These  were 
the  conditions  that  made  it  possible  for  one  of  our  large 
shipyards  to  have  received  some  30,000  tons  of  steel  with- 
out having  on  hand  enough  of  the  proper  sizes  to  allow 
them  to  proceed  with  the  construction  of  a  single  ship. 
The  responsibility  for  these  conditions  was  as  usual  di- 
vided, and  need  not  be  reviewed  at  this  time.     The  im- 
portant thing  was  to  remedy  the  situation,  and  here  again 
the  credit  should  be  divided,  for  it  was  only  by  the  hearty 
co-operation  of  the  Emergency  Fleet  Corporation,  the 
steel  makers,  the  fabricating  shops,  and  the  shipyards 
that  a  practical  form  of  standardization  was  achieved. 

13.  Before  narrating  the  steps  taken  in  this  country 
for  such  standardization,  it  should  be  stated  that  con- 
temporary but  independent  action,  with  similar  aim,  was 
maturing  in  the  British  Isles,  where  the  Admiralty,  the 
steelmakers  and  the  shipbuilders  also  realized  the  inter- 
ference with  ship  production  that  resulted  from  a  multi- 
plicity of  different  sized  material.  Accordingly  in  Decem- 
ber, 1917,  a  list  of  standard  sections  was  drawn  up  and 
published  under  the  joint  auspices  of  the  Admiralty  and 
the  Minister  of  Munitions,  by  the  use  of  which  regular 
and  frequent  rollings  might  be  facilitated,    and    delays 
avoided.    For  cargo  ships  this  list  selected  four  sections 
of  plain  angles,  three  of  bulb  angles,  and  two  of  ship 

10 


STANDARDIZATION   OF   SHIP    MATERIALS — LLEWELLYN 

channels,  making  a  total  of  only  nine  sections  in  all.  It 
should  be  noted,  however,  that  as  a  result  of  the  practice 
of  the  British  mills  to  roll  with  much  closer  variations  in 
thickness  than  we  do,  these  nine  sections  gave  the  de- 
signer about  as  much  latitude  on  paper  as  twenty-seven 
of  ours. 

14a.  Although  the  opportunity  to  standardize  the 
steel  shapes  used  in  shipbuilding  in  the  United  States 
did  not  fully  materialize  until  after  the  British  had  acted, 
yet  we  beat  them  to  it  as  regards  plates.  In  July,  1917, 
representatives  of  our  steel  plate  mills  met  in  Washing- 
ton and  adopted  an  outline  of  recommended  standard 
practice  sponsored  by  Mr.  R.  B.  Woodworth,  Engineer 
with  Carnegie  Steel  Co.,  and  this  was  subsequently 
adopted  by  the  Emergency  Fleet  Corporation  as  a  guide 
to  the  shipbuilders  in  placing  orders  with  the  mills  for 
shi#  steel.  This  recommended  standard  practice  received 
such  wide  publicity  in  the  pamphlet  entitled  "Structural 
Steel  for  Ships,7'  that  only  its  more  salient  features  need 
be  summarized  here  :— 

Plates  to  be  ordered  to  fractional  thickness  in  mul- 
tiples of  1/16  inch  or  to  a  table  of  weights  cor- 
responding approximately  thereto,  multiples    of 
1/32  inch  being  allowed  in  special  cases. 
Sketch  plates  to  be  sheared  at  the  shipyards. 
Universal  mill  plates  to  be  used  wherever  possible. 
Multiple  lengths  and  widths  to  be  allowed  as  far  as 

practicable. 

Extreme  sizes  to  be  avoided. 

Specification  of  definite  and  uniform  grades  of  steel. 
Elimination  of  location  marks  on  material  as  ship- 
ped from  the  mills. 

The  first  edition  of  the  above  mentioned  pamphlet 
also  limited  the  list  of  plain  angles  recommended,  and 
urged  that  orders  for  other  shapes  be  confined  to  Ameri- 
can standard  "I"  beam  and  structural  channel  sections, 
although  it  allowed  the  use  of  ship  channels  and  bulb 
angles  in  special  cases.  While  it  was  recognized  t'hat  ship 

11 


AMERICAN   IRON   AND   STEEL   INSTITUTE,    MAY    MEETING 

channels  and  bulb  angles  were  most  suitable  for  ship- 
building, yet  at  that  time  the  limited  facilities  in  this 
country  for  their  manufacture  made  it  desirable  to  en- 
courage the  use  of  only  such  structural  shapes  as  could 
be  allocated  to  any  steel  maker.  A  complete  selected  list 
of  structural  sections  seemed  unnecessary  in  view  of  the 
Emergency  Fleet  Corporation's  plan  for  the  standardiza- 
tion of  design. 

14b.  These  standardized  designs,  however,  failed  to 
reduce  the  variety  of  sizes,  especially  in  the  so-called 
"fabricated"  ships  where  it  seemed  as  if  bridge  hati  been 
added  to  ship  sections  by  the  inability  of  the  two  classes 
of  draftsmen  to  combine,  and  an  excessive  multiplicity 
of  sections  was  the  result.  Also  many  yards  continued 
to  specify  ship  channels  in  such  quantity  that  several 
steel  makers  who  had  not  previously  rolled  them  were 
arranging  to  produce  these  shapes,  as  well  as  bulb  angles. 

14c.  Uniformity  could  be  secured  only  by  standardiz- 
ing the  range  of  sections  to  be  rolled,  and  by  the  adoption 
of  a  selected  list  of  sections  to  be  specified.  But  who 
should  say  just  which  sections  should  be  included  in  such 
a  standard  range  and  list?  If  predicated  merely  on  the 
opinion  of  one  investigator  his  judgment  might  well  be 
challenged.  It  was  evident  that  these  standards,  in  order 
to  carry  weight,  must  be  based  on  a  survey,  both  broad 
and  detailed,  of  the  entire  practice  of  all  the  shipbuilders 
in  the  'Country,  and  that  the  results  must  then  be  cor- 
related with  the  productive  capacity  of  all  our  rolling 
mills,  modified  where  necessary  to  suit  the  most  prevalent 
and  warranted  requirements  of  design  and  construction. 

In  August,  1918,  such  a  survey  was  undertaken  by  the 
writer,  who  had  been  placed  in  charge  of  the  Standardiza- 
tion of  Ship  Steel  under  Dr.  H.  C.  Sadler,  Naval  Archi- 
tect, by  Mr.  Daniel  H.  Cox,  Manager  of  the  Division  of 
Steel  Ship  Construction,  Emergency  Fleet  Corporation. 

The  starting  point  was  the  compilation  and  analysis 
of  84  classified  summaries  showing  the  quantity  of  each 
thickness  of  every  section  used  in  each  of  the  44  designs 

12 


STANDARDIZATION   OF   SHIP   MATERIALS — LLEWELLYN 

to  which  the  1,508  ships  canvassed  were  being  built.  As 
these  ships  had  a  total  deadweight  capacity  of  10,302,150 
tons,  and  involved  1,100,651  tons  of  steel  shapes,  their 
analyses  might  be  considered  representative.  Most  of 
the  summaries  were  furnished  by  the  60  shipyards  re- 
porting, supplemented  by  compilations  and  weight  exten- 
sions made  from  steel  schedules  and  designs  on  hand  at 
the  home  office  of  the  Emergency  Fleet  Corporation.  Sets 
of  52  large  charts  were  prepared  from  these  summaries, 
showing  graphically  the  relative  popularity  of  each  sec- 
tion, and  these  were  of  value,  not  only  as  a  basis  for  the 
recapitulations  included  in  the  formal  report,  but  also, 
as  the  work  progressed,  to  indicate  the  probable  sections 
to  be  recommended,  for  simultaneously  with  the  prepara- 
tion of  the  data  informal  conferences  were  held  with 
representatives  of  most  of  the  rolling  mills  and  of  many 
fabricating  shops  and  shipyards,  who  were  thereby  en- 
abled to  save  time  when  later  called  upon  for  definite 
action.  A  total  of  over  a  quarter  of  a  million  figures 
were  tabulated  or  otherwise  handled,  the  time  required 
for  the  preparation  and  issuance  of  the  report  being  two 
months  and  one  week,  which  was  one  week  longer  than 
promised  on  account  of  delay  in  securing  data  from  a  few 
of  the  nearby  shipyards. 

14d.  On  October  15,  1918,  a  report  was  submitted  to 
the  officials  of  the  Emergency  Fleet  Corporation,  in  which 
the  above  outlined  need  of  further  standardization  was 
supported  by  tabulated  statistics,  and  a  selected  list  of 
sections  proposed,  together  with  the  recommendation 
that  copies  of  the  report  be  placed  in  the  hands  of  all  the 
interested  steel  makers  and  shipbuilders  with  a  request 
for  constructive  comment  and  criticism.  It  was  further 
recommended  that,  with  the  allowance  of  suitable  time 
for  the  receipt  and  digestion  of  such  comment  and 
criticism,  the  steel  makers  represented  by  the  American 
Iron  &.  Steel  Institute  be  invited  to  a  conference  in  Phila- 
delphia, there  to  confer  among  themselves  and  with 
representatives  of  the  Emergency  Fleet  Corporation 

13 


AMERICAN   IRON   AND   STEEL   INSTITUTE,    MAY    MEETING 

with  the  view  of  modifying  their  rolls  so  as  to  produce 
like  sections,  and  of  publishing  selected  ranges  of  con- 
tours and  weights  thereof.  Certain  other  detailed  revi- 
sion of  the  previously  recommended  standard  practice 
was  suggested  with  the  view  of  making  more  uniform  and 
efficient  the  methods  of  ordering  ship  steel,  and  it  was 
finally  recommended  that  the  findings  of  this  conference, 
upon  approval,  be  made  effective  by  the  issuance  of  a 
formal  order  to  the  shipyards  by  the  Emergency  Fleet 
Corporation.  No  steel  maker  was  asked  to  scrap  any 
rolls  or  to  prepare  any  new  ones,  as  it  was  recognized 
that  this  was  his  own  affair,  but  it  was  urged  that  a  com- 
mon standard  be  agreed  upon  with  which  such  sections 
as  each  maker  produced  or  contemplated  should  comply. 

14e.  Conformably  with  the  invitation  extended  in  ac- 
cordance with  this  report,  conferences  were  held  at  the 
offices  of  the  Midvale  Steel  Corporation,  Philadelphia,, 
on  November  19  and  20,  1918,  which  were  attended  by 
representatives  of  all  the  larger  mills  rolling  structural 
steel  shapes,  namely,  Bethlehem  Steel  Company,  Cambria 
Steel  Company,  Carnegie  Steel  Company,  Eastern.  Steel 
Company,  Illinois  Steel  Company,  Inland  Steel  Company, 
Jones  &  Laughlin  Steel  Company,  Lacka wanna  Steel 
Company,  Phoenix  Iron  Company,  and  Tennessee  Coal, 
Iron  &  Kailroad  Company.  The  Vice  Chairman  of  the 
Sub-Committee  on  Steel  Distribution  of  the  American 
Iron  &  Steel  Institute,  who  had  heartily  co-operated  in 
the  proposed  plan  of  standardization,  was  also  repre- 
sented, together  with  the  Chief  Designer  of  the  Emerg- 
ency Fleet  Corporation,  and  the  writer.  Communications 
had  meanwhile  been  received  from  other  shape  mills,  as 
well  as  from  a  large  number  of  the  shipyards,  advising 
their  approval  of  the  movement  and  submitting  in  detail 
many  valuable  suggestions. 

The  first  day  was  occupied  by  the  steel  makers  in  tech- 
nical discussion  of  the  modifications  necessary  to  stan- 
dardize their  shape  rolls,  and  of  the  proposed  selected 
list  of  sections.  In  order  to  secure  uniformity  of  action 

14 


STANDARDIZATION   OF   SHIP    MATERIALS — LLEWELLYN 

it  was  agreed  that  the  detailed  properties  of  the  New 
American  Standard  Sections  should  be  calculated  by  the 
Carnegie  Steel  Company  and  checked  by  the  Cambria 
Steel  Co.  On  the  second  day  the  findings  of  this  confer- 
ence, as  regards  the  recommended  standard  practice, 
were  submitted  to  the  representatives  of  the  Emergency 
Fleet  Corporation,  who  with  a  few  minor  modifications 
acceptable  to  the  steel  makers,  approved  them.  The  sub- 
sequent issuance  by  the  Emergency  Fleet  Corporation  of 
a  second  edition  of  the  pamphlet  entitled  "  Structural 
Steel  for  Ships, "  in  which,  the  revised  recommended 
standard  practice  was  adopted,  the  formal  endorsement 
of  the  findings  of  the  conference  by  the  Association  of 
American  Steel  Manufacturers,  on  February  21,  1919, 
and  the  general  distribution  by  the  steel  makers  of  pub- 
lications covering  their  new  standard  products,  make  it 
unnecessary  to  reprint  the  recommendations  in  this 
paper.  It  should  be  stated,  however,  that  the  variety  of 
different  shapes  was  reduced  from  131  to  27,  and  of  dif- 
ferent thicknesses  of  sections  from  403  to  115,  and  that 
the  New  American  Standard  Sections  of  ship  channels 
and  bulb  angles  were  based  on  the  British  Standard 
Sections. 

14f.  In  view  of  the  fact  that  some  misconception  has 
existed  regarding  these  New  American  Standard  Sec- 
tions a  word  of  explanation  seems  to  be  in  place.  Prior  to 
the  action  just  narrated,  the  United  States  had  no  stand- 
ards for  the  shapes  in  question — the  shipbuilding  demand 
had  not  warranted  it.  Instead  there  was  a  heterogeneous 
growth  of  sections  whose  profiles  and  weights  differed 
with  each  mill,  for  which  in  many  cases  rolls  had  been 
turned  up  in  periods  of  business  depression  to  meet  the 
desires  of  the  various  shipyards  for  something  a  little 
lighter  than  competitors  were  using.  These  sections 
were  often  too  slender  for  economical  manufacture,  and 
offered  no  basis  for  standardization. 

In  the  British  Isles,  however,  where  steel  shipbuilding 
had  its  cradle,  and,  until  recently,  its  greatest  develop- 

15 


AMERICAN   IRON   AND   STEEL   INSTITUTE,    MAY    MEETING 

ment,  the  demand  for  suitable  and  uniform  sections  had 
made  necessary  the  adoption  of  a  series  of  standards. 
To  this  end,  in  1904,  an  Engineering  Standards  Commit- 
tee was  appointed  under  the  auspices  of  the  British  In- 
stitutions of  Civil,  Mechanical,  and  Electrical  Engineers 
and  of  Naval  Architects,  as  well  as  of  the  British  Iron 
&  Steel  Institute,  and  this  committee,  after  the  most  care- 
ful investigation,  recommended  for  use  in  all  these  fields 
of  engineering  construction  a  series  of  standard  sections 
that  were  acceptable  to  both  makers  and  users,  including 
the  shipbuilding  industry.  These  were  called  the  British 
Standard  Sections,  and  these  are  the  sections  on  which 
are  based  the  British  bridge,  building,  and  rolling-stock 
specifications,  and  the  tabulated  rules  of  the  British  ship 
classification  societies,  as  well  as  those  of  our  own  Ameri- 
can Bureau  of  Shipping.  These  rules  and  specifications 
we  had  not  hitherto  been  able  to  satisfy  except  by 
frequent  substitutions  that  involved  a  sacrifice  of  mate- 
rial and  annoying  changes  in  templates.  The  standards 
now  forming  a  part  of  the  recommended  practice  of 
American  steel  makers  will,  as  far  as  they  go,  enable  us 
to  comply  with  the  shipbuilding  rules,  and  also  more  effi- 
ciently to  take  care  of  the  exjport  demand  for  rolled 
shapes  regardless  of  their  purpose.  They  are  better 
adapted  to  economical  manufacture  than  are  our  struc- 
tural channels  or  the  motley  crowd  of  sections  replaced. 
They  should  make  for  international  comity  by  reducing 
to  common  terms  the  language  of  negotiation,  even 
though  it  be  combined  with  more  effective  competition. 
To  clearly  understand  the  situation,  however,  it  is  im- 
portant to  remember  that  the  practice  of  the  British  roll- 
ing mills  differs  from  ours  in  that  they  roll  to  any  thick- 
ness desired  (usually  by  nominal  steps  of  even  hun- 
dredths  of  an  inch),  whereas  we  find  it  more  profitable 
for  the  maker,  and  ultimately  more  serviceable  to  the 
user,  to  adopt  a  series  of  specific  weights  per  lineal  foot 
intermediate  between  the  maximum  and  minimum.  Con- 
forming to  foreign  custom  the  tables  of  British  Standard 

16 


STANDARDIZATION   OF  SHIP   MATERIALS — LLEWELLYN 

Sections  publish  only  one  standard  thickness  for  each  of 
the  sizes  of  shapes  in  question,  namely,  the  thickness  at 
which  the  web  and  flange  of  the  section  are  exactly  the 
nominal  dimensions  of  the  shape,  with  an  explanation 
that  for  other  thicknesses  these  dimensions  will  vary 
with  the  desired  squeezing  or  spreading  of  the  rolls. 

In  order  to  secure  the  benefit  of  the  British  standards, 
and  at  the  same  time  comply  with  the  valuable  practice 
of  our  United  States  mills,  the  New  American  Standards 
start  out  with  the  adoption  of  the  British  standard  thick- 
ness of  the  section  in  question,  and  to  this  the  rolls  are 
cut.  We  then  list  one  thickness  five  one-hundredths  of 
an  inch  below,  together  with  upper  thicknesses  generally 
varying  in  the  ship  channels  by  one-tenth  of  an  inch,  and 
in  the  bulb  angles  by  five  one-hundredths  of  an  inch. 
These  ranges  take  care  of  the  lower  thicknesses  even 
more  consistently  than  the  tabulated  rules  of  the  classifi- 
cation societies,  and  they  also  cover  all  the  upper  thick- 
nesses specified  in  the  rules  that  seemed  warranted  by 
demand.  It  is  believed  that  a  scrutiny  of  these  details 
will  show  the  basis  of  the  New  American  Standard  Sec- 
tions to  have  been  warranted. 

14g.  Incidentally  it  should  be  remarked  that  several 
of  these  ship  sections  are  popular  also  among  manufac- 
turers of  rolling-stock  in  this  country,  and  the  suggestion 
is  made  that  such  manufacturers  familiarize  themselves 
with  the  changes  adopted  in  the  new  standards.  The 
modifications  vill  not  be  inconvenient. 

15a.  It  is  a  little  early  to  speak  of  the  full  results  of 
these  steps  toward  standardization.  Their  primary  pur- 
pose was  to  help  win  the  War  by  assisting  in  the  speeding 
up  of  the  production,  fabrication,  and  assembly  of  ship 
steel.  And  then  came  the  unexpected  armistice,  which 
made  less  imperative  the  military  features  that  had  been 
aimed  at.  But  any  feeling  of  disappointment  that  these 
aims  had  been  only  partially  realized  at  that  time  was 
more  than  compensated  by  relief  at  the  saving  of  further 
blood-shed  and  devastation.  Moreover,  all  the  details 

17 


AMERICAN   IRON    AND   STEEL   INSTITUTE,    MAY    MEETING 

had  been  handled  with  an  eye  to  future  conditions  of 
peace  as  well  as  those  of  the  recent  emergency.  It  is 
gratifying,  however,  to  note  that  early  in  1918  the  indus- 
try was  already  benefiting  from  the  degree  of  standard- 
ization then  accomplished.  As  a  result  of  the  uniformity 
of  specifications  received,  one  of  our  newer  plate  mills, 
with  a  normal  capacity  of  12,500  tons  per  month,  was 
enabled  to  increase  its  product  to  16,000,  17,240,  18,025, 
19,145,  and  even  20,973  tons  per  month. 

15b.  As  regards  shapes,  the  shipbuilders  are  substi- 
tuting the  standard  sections  now  recommended  as  rapidly 
as  the  progress  of  their  work  will  permit,  and  it  has  been 
possible  by  the  elimination  of  odd  sizes  to  design  a  9400 
ton  ship  with  only  16  different  shapes  and  44  thicknesses 
of  section,  as  opposed  to  the  former  averages  of  28  shapes 
and  73  thicknesses  per  ship,  and  this  was  evidently  ac- 
complished without  increase  in  weight  of  steel,  for  the 
builder  asked  no  increase  over  the  agreed  price  for  the 
ships.  In  general  it  has  been  found  that  yards  using  the 
least  variety  of  different  sections  show  the  greatest  effi- 
ciency in  the  delivery  of  ships,  while  the  performance  of 
yards  using  a  great  variety  is  the  least  satisfactory  in 
proportion  to  their  total  tonnage.  As  regards  the  shape 
mills,  it  is  understood  that,  after  cleaning  up  their  par- 
tially filled  orders,  as  soon  as  a  set  of  rolls  require  re- 
dressing the  grooves  are  being  modified  to  suit  the  new 
standards  for  ship  channels  and  bulb  angles,  some  rolls 
being  scrapped  and  some  new  ones  prepared  as  a  matter 
of  operating  convenience. 

16.  All  of  the  efforts  toward  standardization  were 
made  from  the  broad  standpoint  of  benefit  to  the  whole 
country.  Encouragement  and  co-operation  were  ex- 
tended by  the  Government  agencies,  and  by  former  com- 
petitors and  associates  alike,  from  the  Chairman  of  the 
Committee  on  Steel  Distribution  of  the  American  Iron  & 
Steel  Institute,  and  the  high  officials  of  many  of  the  large 
shipbuilding  companies,  to  the  draftsmen  in  the  yards 
and  the  order  clerks  at  the  mills.  It  is  hoped  and  believed 

18 


STANDARDIZATION    OF    SHIP    MATERIALS LLEWELLYN 

that  the  steps  taken  will  continue  to  assist  the  entire 
industry  as  long  as  the  recommendations  are  consistently 
carried  out,  or  until  they  are  superseded  by  something 
better. 

APPENDIX  A. 

TENTATIVE  CLASSIFICATION  OF  STEEL  SHIP  PARTS. 
HULL- STRUCTURE.  HULL-ENGINEERING. 

HULL-ACCESSORIES.         PROPULSION. 

Hull-Structure — 

Main  (primarily  for  hull  strength). 
Foundations  and  Local  Reinforcement. 
Secondary  (not  for  hull  strength,  nor  movable,  nor 
machinery). 

Hull- Accessories — 

-Fittings  (non-structural  metal,  attached  to  hull). 

Carpenter  (rough  woodwork,  including  Hardware, 
forming  permanent  part  of  ship). 

Joiner  (finished  woodwork,  including  Hardware  and 
Glazing,  forming  permanent  part  of  ship). 

Coatings  (attached  to  surfaces  of  hull  structure,  ex- 
cept insulation). 

Equipment  (for  operation,  but  not  propulsion,  of 
ship,  not  attached  to  hull). 

Furnishings  (for  welfare  of  ship's  company,  not  per- 
manently attached  to  hull). 

Hull-Engineering — 

(machinery  other  than  that  needed  for  propulsion). 

Auxiliaries. 

Communication. 

Heating. 

Eefrigeration. 

Plumbing  (Fixtures). 

Piping. 

19 


AMERICAN    IRON    AND    STEEL    INSTITUTE,    MAY    MEETING 

Propulsion— 

(machinery  needed  to  propel  the  ship). 

Steam  Production. 

Main  Machinery. 

Auxiliaries.  . . 

Piping. 

DETAILED   CLASSIFICATION. 
HULL  STRUCTURE. 

MAIN 

Keels — 

(with  Doublers  and  Buttstraps). 

Flat 

Bar 

Bilge 

Keelsons — 

(with  Long'l.  Angles  and  Clips). 

Main 

Side. 

Shell  Plating  (flat,  or  bent  hot  or  cold) 
(with  Doublers  and  Buttstraps). 
Garboard. 
Bottom. 
Bilge. 
Side. 
Sheer. 
Counter. 

Floors  (with  Brkts.,  Gussets  and  Clips)— 

(i.e.  Transverse  Girders  in  Double  Bottom). 
Tight  (incl.  Fndn.  Reinforcement,  Sumps  and  Coffer- 
dams). 
Lightened. 
Skeleton. 
Deep. 
Bilge  Brackets. 

20 


STANDARDIZATION   OF   SHIP   MATERIALS — LLEWELLYN 

Intercostals— 

Double  Bottom  (incl.  Fndn.  Reinforcement,  Sumps 

and  Cofferdams). 
Tank  Top  Plating— 

(with  Doublers  and  Buttstraps). 

Eider  Plates. 

Inner  Bottom. 

Margin  Plates. 

Bulkheads  (with  Hor.  and  Vert.  Stiff  eners,  and  Brkts.)— 
(for  Hull  Strength:  Others  listed  under  "Second- 
ary"). 
Collision. 
Hold. 

Eng.  &  Fire  Room. 
After  Peak  (Stuffing  Box). 
Longitudinal. 
Frames  (with  Brkts.  and  Clips)— 

(Single,  Reverse,  Deep,  Web:  Plain,  or  Bent,  hot  or 

cold). 
Transverse — 

Side. 

Deck. 

Hatch-end  Beams. 

Half  Beams. 

Strong  Beams- 
Hold. 
Machinery  Space. 

Panting  Beams. 

Hoist  Beams 
Longitudinal. 
Cant. 

Stringers  (horizontal)— 

(with  Brackets,  Clips  and  Angle  Bars). 

Side. 

Panting. 

Breast  Hooks  and  Crutches. 

Deck. 

21 


AMERICAN    IRON    AND   STEEL    INSTITUTE,    MAY    MEETING 

Expansion  Trunks- 
Shaft  Alley— 

(with  Stiffeners). 

Main. 

Thrust  Eecess. 

Stuffing  Box  Eecess. 

Pillars  and  Stanchions — 
(with  Connections). 

Girders  (vertical)— 
Deck  Pillar. 
Cargo  Hatches. 
Eng.  &  Boiler  Hatches. 
Coal  Hatches. 
Other  Deck  Openings. 

Deck  Plating— 

(with  Stringers,  Doublers,  and  Buttstraps). 

Main. 

Upper. 

Shelter. 

Bridge. 

Poop. 

Forecastle. 

Flats  (or  list  under  "Secondary"). 

Stern  Frame  (with  Conns.)— 

(Forged  Iron  or  Steel,  or  Cast  Steel). 

Stem- 
Upper  (Eolled  and  Bent). 
Lower,  or  Fore-foot  (Eolled  and  Bent,  or  Cast  Steel). 

Liners — 

(Flat  or  Tapered.    Stop  Waters  listed  under  "Coat- 
ings"). 

22 


STANDARDIZATION    OF    SHIP    MATERIALS LLEWELLYN 

Rivets — 

Heads- 
Pan. 
Snap. 
Countersunk. 

Points— 

.    Hammered  (Cone). 
Snap. 
Countersunk. 

Shanks- 
Plain. 

Swelled  Neck. 
Tap. 

FOUNDATIONS    AND    LOCAL    REINFORCEMENT    FOR    FITTINGS 
AND  AUXILIARIES. 

Foundations — 

Boiler  Saddles. 
Engine  and  Condenser. 
Thrust  Bearing. 
Shaft  Stools. 

Local  Reinforcement— 

Frames  of  Angles  or  other  Shapes. 

Doubler  Plates. 

Stanchions- 
Fixed. 
Movable. 

SECONDARY 

Engine  and  Boiler  Casings  (except  Coamings). 

Screen  Bulkheads    (Spectacle,  between  Eng.   and  Boil. 

Rooms). 

End  Bulkheads  for  Poop,  Bridge,  and  Forecastle. 
Deck  Houses. 
Other  Minor  Bulkheads. 
Coal  Bunkers  and  Trunks. 
Bulwarks  and  Braces. 
Tanks  (other  than  Double  Bottom). 
Mezzanine  Flats  (over  Eng.  Boom). 

23 


AMERICAN    IRON    AND   STEEL   INSTITUTE,    MAY    MEETING 

Swash  Plates. 

Chain  Lockers. 

Magazine  and  Ammunition  Trunks. 

Vent,  Light,  and  Access  Trunks. 

Companion  Hatches. 

Skylight  Framing. 

Pipe  Casings. 

Boat  Scaffolds  (if  metal). 

Cargo  Battens  (if  steel). 

Moulding  and  Chafing  Irons. 

Gun  Platforms. 

Note.  Floor  Framing  and  Checkered  Floor  Plating, 
Gratings  and  Railings  for  Eng.  and  Fire  Rooms 
listed  under  "Propulsion." 

HULL  ACCESSORIES 

FITTINGS 

Access— 

Steel  Doors  and  Ports  (Sliding  W  .T.  Doors  listed 

under  "Hull  Engineering"). 
Wire  Mesh  Doors  and  Gates. 
Hatch  Covers  (metal  work). 
Manholes,  Covers,  Scuttles  and  Freeing  Ports. 
Sidelights. 

Fixed  Ladders  and  Companion  Ways. 
Stack  Lookouts,  fore  and  aft. 
Gratings  (but  not  in  Eng.  and  Fire  Room)— 

Plain. 

Patent. 

Handling  Cargo — 

Derrick  Steps  and  Partners. 
Masts- 
Cargo  only. 
Ventilator. 
Booms. 

Cleats,  Eyeplates,  and  Ringbolts. 

24 


STANDARDIZATION   OF   SHIP   MATERIALS — LLEWELLYN 

Davits— 

Lifeboat. 

Anchor. 

Ladder. 

Rudder  (Plate,  Cast,  or  Fabricated)— 
Stock  (Upper  and  Lower). 
Arms. 
Plate. 
Filling. 

Handling  Ship— 

Hawse  and  Chain  Pipes  . 

Hawse  Flaps. 

Bitts,  Chocks,  Fairleads,  and  Mooring  Pipes. 

Lugs  for  Propeller  Tackle. 

Ventilation— 

Airports  and  Ducts 

Ventilators  (see  also  Masts,  above). 

Skylight  Gear. 

Other  Fittings— 

Railings    (if  metal,  incl.  Brass  Rail  around  Com- 
pass)— 

Awning  Supports. 
Fire  Plugs. 
Scuppers  and  Drains. 
Metal  Name  and  Draft  Figures. 
Lockers  (if  metal,  and  built-in). 

CAEPENTEE   WOEK 

Caulked  Decks. 

Railings  and  Fenders. 

Hatch  Covers  (woodwork). 

Bed  pieces  and  Packing. 

Cargo  Battens  (if  wood). 

Ceiling  in  Bilges  and  Holds. 

Pipe  Casings. 

Skids  and  Brows. 

Boat  Chocks,  Ridgepoles,  and  Strongbacks. 

Chests  for  Deck  Gear. 

25 


AMERICAN    IRON    AND    STEEL    INSTITUTE,    MAY    MEETING 

Hawse  Bucklers. 

Boom  Crutches. 

Eacks  and  Stowage  for  Life  Preservers  and  Buoys. 

Eacks  for  Fire  Hose. 

Leadman's  Platform. 

Hardware. 

JOINEE  WORK 

Joiner  Decks  and  Floors. 
Bridge  and  Weather  Eails. 
Wood  Houses. 
Ceiling- 
Overhead  and  Beam  Capping  (under  exposed  decks). 

Side  and  Airport  Trim. 
Joiner  Bulkheads  and  Partitions. 
Wood  Doors  .(and  Screens)— 

Outside  and  Inside. 
Windows  (and  Screens). 

Boxes,  Board  and  Screens  for  Side  and  Eunning  Lights. 
Stairways,  Stairs,  and  Wood  Ladders. 
Wood  Grab  Eails. 
Wood  Skylights  and  Vent  Trunks. 
Inside  Finish  for  all  Rooms  (List?). 
Fixed  Furnishings — 

Bath,  Toilet  and  Wash  Rooms. 

Saloon  and  Mess  Rooms. 

Hospital. 

Galley  and  Pantries. 

Cold  Storage  Eoom. 

Storerooms. 
Shelving. 
W^ood  Gratings. 
Hardware. 
Glazing. 

COATINGS 
Cementing. 

Bituminous  Coatings. 
Stop  Waters. 
Painting  Hull. 

26 


STANDARDIZATION    OF   SHIP    MATERIALS LLEWELLYN 

Painting  and  Finish  Joiner  Work. 
Tiling,  Linoleum,  and  Floor  Composition. 
Name,  Draft  Figures,  and  Marking. 

EQUIPMENT 

Tackle  (with  Fittings )- 
Inboard- 
Cargo  (Stays  and  Running). 
Boat  and  Raft  (Guys  and  Running). 
Stack  Guys. 
Flag  (Running). 
Comp.  Ladder  (Running). 
Anchor  (Running). 
Blocks. 
Outboard— 
Anchors. 

Chains  (incl.  Spares). 
Cables. 
Hawsers. 
Warps. 
Leadman's  Gear. 

Life  ISaving— 

Boats,  Rafts,  with  Equipment. 

Preservers. 

Buoys  (complete). 

Fire  Hose. 

Rockets  (or  equivalent)  with  Lines  Complete. 

Fire  Protection  (see  also  "Hull  Engineering — Int.  Com- 
munication and  Piping")— 
Buckets  and  Axes. 
Hose  and  Reels. 
Extinguishers. 

Storm  Oil- 
Nautical  Outfit— 

Compass  and  Binnacle. 

Chronometer  and  Clocks. 

Lead  Lines. 

27 


AMERICAN   IRON   AND   STEEL   INSTITUTE,    MAY    MEETING 

Log,  with  Book  and  Slate. 

Barometer. 

Drawing  Instruments. 

Flags  and  Signals. 

Signal  and  Search  Lights. 

Submarine  Sounding  Machine. 

Ship's  Bells. 

Fog  Horn  and  Whistle. 

Portable  Fenders- 
Canvas  Work— 

Awnings. 

Tarpaulins. 

Other  Covers  (except  Hull  Surface  Coatings). 

Accommodations  and  Ladders  (if  portable)— 

FUENISHINGS 

Furniture — 
Wood- 
Tables  and  Decks. 
Chairs,  Stools  and  Benches. 
Lockers  and  Medicine  Chests. 
Berths. 

Dressers  and  Mirrors. 
Towel  and  Toilet  Eacks. 
Metal- 
Berths  and  Spring  Mattresses. 
Lockers  and  Safes  (if  movable). 
Dry  Goods- 
Carpets,  Bugs  and  Upholstery. 
Curtains  and  Shades. 
Mattresses  and  Pillows. 
Napery— 

Sheets  and  Pillow  Cases. 
Table  Cloths  and  Napkins. 
Towels. 

Blankets  and  Counterpanes. 
28 


STANDARDIZATION    OF    SHIP    MATERIALS LLEWELLYN 

Outfits- 
Deck. 
Carpenter. 
Lamp. 

Paint  and  Oil. 
Galley  Eange  with  Outfit. 
Pantry  and  Galley. 
Mess. 
Amusement. 

Consumable  Stores- 
Steward's  Deck  Allowance. 

HULL  ENGINEERING 

AUXILIARIES 
Handling — 

Ship- 

(Eudder  listed  under  " Hull-Fittings "). 
Windlass  (with  Chain  Stopper). 
Capstan  (or  Warp  Winches). 
Steering  Engine  (with  Gear  and  Details). 
Cargo- 
Hoisting  Engines  (Winches)— 
Nigger  Heads. 
Extended  Shafts. 
Cargo  Oil  Pumps. 
Water— 
Salt- 
Fire  and  Bilge  Pumps. 
Ballast  Pumps. 
Sanitary  Pumps. 
Fresh- 
Fresh  Water  Pumps. 
Ashes- 
Ash  Handling  Gear  (complete). 

Electric — 

Generator  (with  Engine). 
Storage  Battery. 

29 


AMERICAN    IRON    AND    STEEL    INSTITUTE,    MAY    MEETING 

Switchboards. 

Wiring  (with  Conduits). 

Lighting  Fixtures  (incl.  Arc.). 

Instruments. 

Motors. 

Fans. 

COMMUNICATION 

External— 

Wireless  Outfit. 

(other  parts  listed  under  "Hull-Equipment"). 

Internal — 

Fire  Alarm. 
Directing  Indicator. 
Telegraphs. 
Telephones. 
Voice  Tubes. 

Heating— 

Eadiators. 

Refrigeration  Machinery. 
Plumbing  Fixtures. 
Spares. 
Tools. 

Pipe  and  Fittings  (with  Traps,  Valves  and  Manifolds, 
and  Insulated  Covering)— 

Steam. 

Water- 
Salt. 
Fresh. 

Oil- 
Fuel. 
Cargo. 
Lubricating. 

Air. 

30 


STANDARDIZATION  OF  SHIP  MATERIALS LLEWELLYN 

PROPULSION 
STEAM  PRODUCTION 

Main  Boilers  (Scotch  Marine)— 

Shell  (with  Doublers  and  Connections). 

Flanged  Heads. 

Girders. 

Combustion  Chamber. 

Furnaces. 

Tubes  and  Flues  (with  Ferrules). 

Eetarders. 

Stays  (with  Washers  and  Nuts). 

Braces. 

Crown  Bars. 

Rivets. 

Fittings- 
Internal— 
Dry  Pipe. 
Feed  Pipes. 
Other  Pipes  to  Valves. 
Hydrokineters. 
Circulators. 
Fusible  Plugs. 

External- 
Manholes  (with  Covers). 
Valves- 
Safety. 
Stop. 
Check. 
Blows- 
Surface. 
Bottom. 
Salinometer  Cocks. 

Furnace— 
Coal- 
Fronts. 
Bridge  Walls. 

31 


AMERICAN   IRON   AND   STEEL   INSTITUTE,    MAY    MEETING 

Bearing  Bars. 

Grates. 

Fire  Brick  and  Clay. 
Oil- 
Fronts. 

Nozzles  and  Burners. 

Air  Eegisters. 

Fire  Brick  and  Clay. 
Superheaters. 
Mech.  Stokers. 
Fastenings. 

Draft  (Fans  listed  under  "Hull  Eng.-Electric")- 
Ducts. 

Donkey  Boilers  (complete). 

Uptakes. 

Stacks  (with  Air  Casings  and  Capes). 

Lagging  and  Covering  (excl.  Pipes). 

(Ash  Handling  Gear  listed  under  "Hull-Engineer- 
ing"). 

MAIN  MACHINEEY 

Main  Engines — 
Stationary- 
Bed  Plate  and  Main  Bearings. 

Columns  and  Crosshead  Guides. 

Cylinders  with  Liner  and  Covers. 

Valve  Chest  with  Liners  and  Covers. 

Steam  Eeceivers. 

Drains. 

Stuffing  Boxes. 

Cylinder  Lagging  and  Covering. 
Moving- 
Valves  with  Stems  and  Gear. 

Pistons  with  Rods. 

Crosshead. 

Connecting  Rod. 

Crank  Shaft. 

Eccentrics  with  Rods  and  Straps. 
32 


STANDARDIZATION   OF   SHIP    MATERIALS — LLEWELLYN 

Links  with  Blocks  (incl.  Suspension). 
Eocker  Shaft  and  Arms. 
Attached- 
Reversing  Engine  and  Gear. 
Turning  Gear. 
Handling  Gear. 
Indicator  Gear. 

Levers  and  Links  for  Attached  Pumps. 
Throttle  Valve  and  Gear. 

Oil  Engines — 
Main  Units. 
Electric  Sets. 

Main  Turbines — 

Cylinder  and  Rotor. 

Transmission- 
Reducing  Gear. 
Electric. 

Attached. 

Reversing. 

Main  Condenser. 
Lifting  Gear. 

Shafting      (with     Flanges,     Bolts,     and     Composition 

Sleeves)— 
Thrust. 
Line. 
Tail- 
Nut. 

Shaft  Bearing — 
Thrust- 
Horseshoe. 
Kingsbury. 
Steady. 
St^rn  Tube. 
Bearing  Metal. 
Lubrication — 
Cups. 

33 


AMERICAN    IRON    AND    STEEL    INSTITUTE,    MAY    MEETING 

Propeller- 
Solid. 
Detachable  Blade. 

AUXILIARIES 
Aux.  Condenser. 

Tanks— 
Feed. 
Filter. 
Inspection. 
Oil. 
Waste  Lockers. 

Oil  Filter. 

Feed  Water  Heater. 

Fuel  Oil  Heater. 

Evaporator. 

Distiller. 

Pumps— 

Fuel  Oil  Transfer. 

Fuel  Oil  Service. 

Main  Feed. 

Aux.  Feed. 

Evaporator  Feed. 

Main  Circulating  (with  Engine). 

Main  Air. 

Combined  Air  and  Circulating. 

Lubricating  Oil. 

Oil  Cooler. 

Injectors  (or  list  under  "Boilers"). 
Sea  Connections. 
Overboard  Connections. 

Eng.  and  Boiler  Room  Structural— 
Framing. 

Checkered  Floor  Plates. 

34 


STANDARDIZATION    OF   SHIP    MATERIALS LLEWELLYN 

Gratings. 
Handrails. 
Guards  and  Pans. 

Workshop  and  Storeroom- 
Fire  Room  Spares  . 
Fire  Room  Tools. 
Eng.  Room  Spares. 
Eng.  Room  Tools. 
Aux.  Spares. 
Consumable  Stores. 

Pipe  and  Fittings  (with  Traps,  Valves  and  Manifolds, 
and  Insulated  Covering)— 

Steam. 

Water- 
Salt. 
Fresh. 

Oil- 
~Fuel. 
Cargo. 
Lubricating. 

Air. 

APPENDIX  B 

TENTATIVE  CLASSIFICATION  OF  MATERIALS 

MAIN  HEADINGS 

Steel  Rolling  Mill  Products — 
Semi-finished. 
Plates. 
Shapes. 
Bars. 
Bands. 
Hoops. 
Sheets. 

35 


AMERICAN    IRON   AND   STEEL   INSTITUTE,    MAY    MEETING 

Tubular  Steel  Products — 
Pipe. 
Tubes. 
Fittings. 

Steel  Wire  Products — 
Rods. 
Shafting. 
Wire. 

Wire  Eope. 
Springs. 
Miscellaneous. 

Steel  War  Products. 

Cast  Steel  Products. 

Cast  Iron  Products. 

Forged  Steel  (or  Iron)  Products. 

Raw  Ferrous  Materials  and  By-Products— 
Ore. 

Pig. 

Cement. 

Slag. 

Coal. 

Tar. 

Coal  Gas. 

Fabricated  Steel  Products. 

Non-Ferrous  Metallic  Products— 
Lead. 
Tin. 

Antimony. 
Quicksilver. 
Zinc. 
Silver. 
Copper. 
Alloys. 

30 


STANDARDIZATION   OF   SHIP    MATERIALS — LLEWELLYN 

Non-Metallic  Products — 
Quarried. 
Oils. 

Ligneous. 
Kefractory. 
Glass. 
Ceramic. 
Fibrous. 

DETAILED  CLASSIFICATION 
STEEL  EOLLING  MILL  PRODUCTS 

Semi- finished— 
Blooms 
Billets. 
Slabs. 
Kods. 
Plates— 

Sheared— 
Wide  or  Narrow. 
Bectangular,  Taper,  or  Sketch. 
Universal- 
Sheared  Ends. 
Cold  Sawed  Ends. 
Checkered. 
Skelp. 
Grades— 
Hull- 
Ordinary. 
Flanging— 
Hot. 
Cold. 

High  Tensile. 
Tank- 
Ordinary. 
Soft  (for  bending). 
Boiler— 

U.  S.  Steamboat  Inspn.— 
Shell. 
Furnace. 

37 


AMERICAN    IRON    AND   STEEL   INSTITUTE,    MAY    MEETING 

Flange. 
Tank. 
Shapes— 

Channels- 
Ship. 

Structural. 
Angles— 
Plain- 
Structural  Sizes. 
Bar  Sizes. 

Bulb. 

Tees- 
Plain. 
Bulb  (Bulb  Beams). 

Bulb  Bars. 

"I"  Beams- 
Standard. 
Thin  Web. 
Wide  Flange. 

"H"  Beams- 
8  inch  and  under. 
Over  8  inch. 

Zees — 
Standard. 
Hatch  Section  (Tyzack). 

Sash. 

Grades  (same  as  Hull  &  Tank  Plates). 

Bars — 

Square- 
Plain. 
Twisted. 

Bound. 

Half-round- 
Solid. 
Hollow. 

Flat- 
Square  Edge. 

38 


STANDARDIZATION    OF    SHIP    MATERIALS LLEWELLYN 

Oval  Edge. 

Strip. 
Deformed. 
Grades— 

Kivet- 
Hull. 
Boiler. 

Stay- 
Longitudinal. 
Combustion. 

Chain. 

Cutlery. 

Alloy. 

Others  (same  as  Plates). 

Bands — 

Finish- 
Black. 
Galvanized. 

Hoops— 

Finish- 
Black. 
Galvanized  . 

Sheets — 

Grades- 
Ordinary. 
Special. 
Alloy. 
Finish- 
Black. 
Galvanized. 
Tinned. 

TUBULAE  STEEL  PRODUCTS 

Pipe— 

Structural- 
Pillars  and  Stanchions. 
Davits. 


AMERICAN   IRON   AND   STEEL   INSTITUTE,    MAY    MEETING 

Masts  and  Booms. 

Ventilators. 

Scuppers. 

Bailing. 

Awning  Supports. 

Skylight  Gear. 

Berths. 

Finish- 
Black. 
Galvanized. 
Sherrardized. 
Internal  Pressure- 
Air. 

Steam. 

Water- 
Salt. 
Fresh. 

Oil- 
Fuel. 
Cargo. 
Lubricating. 
Glycerine. 

Ammonia. 

Gases. 

Grades— 
Lapweld. 
Buttweld. 

Finish- 
Black. 
Galvanized. 

Tubes— 

Internal  Pressure- 
Water  Tube  Boiler. 
External  Pressure- 
Fire  Tube  Boiler. 
Stay. 
Flue. 

40 


STANDARDIZATION   OF  SHIP    MATERIALS— LLEWELLYN 

Grades — 
Seamless. 
Lapweld. 
Fittings- 
Joint. 
Valve. 
Grades. 
Finish- 
Black. 
Galvanized. 
Sherrardized. 

STEEL   WIEE  PRODUCTS 

Rods- 
Hot  Boiled  (for  further  manufacture). 
Shafting  (small  sizes) — 

Cold  Drawn  and  Cold  Boiled. 
Wire — 

Shape- 
Bound. 
Flat. 
Grades- 
Basic  0.  H. 
Bessemer. 
Finish- 
Bright. 
Galvanized. 
Tinned. 

Wire  Rope- 
Outboard— 

Towing  Hawsers. 
Mooring  Lines. 
Inboard— 
Bigging. 
Hoisting. 
Fittings- 
Hooks. 

41 


AMERICAN    IRON    AND    STEEL    INSTITUTE,    MAY    MEETING 

Sockets. 
Shackles 
Turnbuckles. 
Blocks. 
Finish- 
Bright. 
Galvanized. 
Fiber-clad. 

Springs — 

Extension. 

Compression. 

Torsion. 

Wire  Screens. 

Nails. 

Spikes. 

STEEL   WAR  PEODUCTS 

Plates — 

Armor. 

Protective  Deck. 
Guns. 

CAST  STEEL  PRODUCTS 

Lower  Stem  (Forefoot)— 
Stern  Frame — 
Rudder — 

Solid,  or  Stock  and  Arms. 
Anchors — 

Stud  Chain  (Electric  Steel )- 
Machinery  Parts — 
Finish — 

CAST  IEON  PRODUCTS 

Propeller- 
Stern  Tube- 
Hull  Fittings  and  Furnishings- 
Machinery  Parts- 
Finish — 

42 


'  FOEGED  STEEL  PEODUCTS 

Stem- 
Stern  Frame— 

(or  Iron). 
Rudder— 

Stock  (or  Iron). 

Arms  (or  Iron). 

Anchors — 
Line  Shaft- 
Machinery  Parts — 
(or  Iron). 

Discs — 

Piston  Heads. 
Turbine  Wheels. 
Fly  Wheels. 
Pipe  Flanges. 

Chain- 
Stud  Link  (or  Iron). 

Finish — 

EAW  FEEEOUS  MATEEIALS  AND  BY-PEODUCTS 

Ore— 

Red  Oxide  Paint. 

Pig  Iron— 

For  all  Ferrous  Products. 

Cement— 

Concrete. 

Lining  of  Inner  Bottom,  and  Decks. 

Slag- 

Concrete. 
Mineral  Wool. 

Coal- 
Fuel. 

Carbons  (Electrodes,  Lamps,  and  Batteries). 
Graphite  (Paint,  Lubrication,  and  Scale  Remover). 

43 


AMERICAN    IRON   AND    STEEL   INSTITUTE,    MAY    MEETING 

Coke— 

Fillings. 

Tar- 
Coatings. 

Benzene- 
Dyes. 
Motor  Fuel. 

Toluol- 
Signal  Explosives,  Dyes,  Medicine. 

Naphtha- 
Varnish,  Paint,  Stain,  Linoleum. 

Carbolic  Acid- 
Disinfectants,  Soap. 
Bakelite— 

Electric  Insulation  and  Switches. 

Varnishes. 

Combs,  Buttons. 

Lubricating  Greases. 

Pitch- 
Waterproofing,  Asphalt,  Paint. 
Bitumastic  Enamel,  Solution,  and  Cement. 

Tarred  Felt,  Pipe  Coatings. 
Coal  Gas— 

Ammonia- 
Soaps. 

Baking  Powder. 
Soldering. 

Zinc — 

Plate  and  Fittings. 
White  Paint. 
Sulphuric  Acid- 
Fire  Extinguishers. 

FABRICATED  STEEL  PKODUCTS 

Parts— 

Structural. 

Eivets. 

Bolts. 

44 


STANDARDIZATION   OF   SHIP    MATERIALS — LLEWELLYN 

Screws. 

Hardware. 

Boilers. 

Furnaces. 

Machinery. 

Complete— 
Ships. 
Barges. 
Boats. 

NON-FEEEOUS  METALLIC  PEODUCTS 

Lead — 
Sheet. 
Pipe. 
Cast. 

White  Paint. 
Bed  Paint. 

Tin- 
Antimony— 
Quicksilver— 

(largely  for  Anti-fouling  Paint). 
Zinc — 

see  By-Products. 
Silver — 

(for  electroplating). 
Copper— 

Sheet. 

Bar. 

Pipe  and  Fittings. 

Wire,  incl.  Insulation. 

Tinned. 

Alloys — 

Bronze — 

Manganese  (Propeller  and  Antennae). 
Tobin. 

45 


AMERICAN   IRON    AND    STEEL   INSTITUTE,    MAY    MEETING 

Other  Compositions. 
Brass- 
Tubes  (Condenser). 

Pipe  and  Fittings. 

Sheet. 

Cast. 

Hardware. 

Instruments. 
Solder- 

Babbitt- 

Magnesia— 
Asbestos. 

NON-METALLIC  PEODUCTS 

Quarried— 

Slate. 

Marble. 

Grindstones. 

Sand. 

Clay. 

Oils- 

Crude. 

Gasolene. 

Lubricating. 

Linseed. 

Glycerine. 

Ligneous — 

Cedar. 

Eedwood. 

Cypress. 

Fir. 

Elm. 

Ash. 

Pine- 
White. 
Yellow. 

46 


STANDARDIZATION    OF    SHIP    MATERIALS LLEWELLYN 

Spruce. 

Oak. 

Lignum  Vitae. 

Cork. 

Rubber. 

Rosin. 

Charcoal. 

Refractory — 
Fire-brick. 

Glass — 

Portholes. 
Skylights. 
Windows. 
Table. 
Bulbs. 

Instruments. 
Ceramic— 
China. 
Crockery. 
Tiling. 
Enamel. 
Fibrous — 

Manilla  (Rope). 
Hemp- 
Cordage. 
Gaskets. 
Oakum. 
Cotton — 
Twine. 
Fabrics- 
Canvas— 
Deck. 
Awnings. 
Wick  Stopwaters. 
Flags. 

Furnishings  (Linen,  Wool,  Hair,  Felt). 
Kapok. 

47 


AMERICAN   IRON   AND   STEEL   INSTITUTE,    MAY    MEETING 

APPENDIX  C. 

giving  suggested  topics  to  be  considered  in  the  further 
standardization  of  materials  classified  in  Appendix  B. 

1.  Each  manufacturer  should  select  the  class  of  prod- 
ucts in  which  he  is  interested,  as  applied  to  the  parts 
classified  in  Appendix  A,  amplifying  their  subdivision  as 
far  as  may  be  necessary  to  differentiate  the  essentials  of 
each  group. 

2.  A  study  should  then  be  made,  from  the  shipbuild- 
er's standpoint,  of  the  purpose  for  which,  and  the  manner 
in  which,  each  group  of  products  is  used,  including  stor- 
age and  handling  methods. 

3.  A  study  should  also  be  made,  from  the  manufac- 
turer's standpoint,  of  the  processes  whereby  each  group 
of  products  is  made,  handled,  and  shipped. 

4.  A  further  study  should  be  made  of  any  require- 
ments or  methods  intermediate  between  manufacturer 
and  shipbuilder,  for  example  :— 

a.  Materials  handled  by  jobbers. 

b.  Materials  used  by  equipment  makers. 

c.  Transportation  features. 

d.  Patented  products. 

5.  Suitable  literature  should  be  adopted  or  prepared 
for  distribution  throughout  the  organizations  of  manu- 
facturer, intermediary,  and  shipbuilder,  in  which  the  re- 
sults of  the  above  mentioned  studies  are  clearly  explained 
and  applied  to  such  topics  as  the  following:— 

a.  General  information  regarding  the  ordering 

of  each  group  of  products  in  question. 

b.  Number  and  kind  of  documents  to  be  fur- 

nished by  Buyer  to  Seller. 

c.  Number  and  kind  of  documents  to  be  fur- 

nished by  Seller  to  Buyer,  and  where  each 
should  be  sent. 

d.  Form  of  lists,  with  typical  illustrations. 

e.  Desired  time  and  sequence  of  shipment. 

f.  Minimum  unit  quantities. 

48 


STANDARDIZATION    OF   SHIP    MATERIALS LLEWELLYN 

g.    Sizes  readily  obtainable,  including  lengths. 

h.    Grades  of  material,  i.e.  to  what  specifications- 

i.     Allowable  tolerances  in  manufacture. 

j.     Finish  of  material. 

k.    Accessories  to  be  included. 

1.     Percentage  of  spares  desired  and  allowed. 

m.  Branding  and  marking. 

n.    Inspection   of  material,   i.e.   by   whom   and 

where, 
o.  Packing, 
p.  Eouting. 
q.  Guaranty. 

6.  It  will  be  noted  that  the  word  "  standard "  does  not 
appear  in  the  above  topics,  but  a  reduction  of  the  products 
thereunder  to  the  fewest  number  of  groups,  common  to 
the  largest  number  of  makers  and  users,  should  result  in 
standardization  that  will  enable  the  user  to  prepare  his 
specifications  so  as  to  secure  the  most  suitable  material, 
in  the  most  convenient  and  economical  form,  and  with  the 
least  delay. 

APPENDIX  D. 

showing  quantities  (in  short  tons)  of  rolled  steel  shapes 
of  various  thicknesses  specified  for  the  1508  hulls  covered 
by  Appendix  E,  tabulated  by  Designs,  Shipyards,  and 
Hulls,  with  totals  and  averages. 

Note.  The  normal  popularity  of  Bulb  Angles  is  not 
indicated  by  these  tables,  as  their  use  had  been  restricted 
by  the  previously  limited  capacity  for  their  production. 

GRAND  SUMMARY. 

Variety  of 

Quantities  Shapes  Sections 

Plain  Angles— Equal  Leg 330,600  14             66 

«      —Unequal  Leg 229,893  17           103 

Bulb  Angles  (restricted  use) 46,127  23 

Ship   Channels 405,545  16 

Structural   Channels ..,  61,353 

I   Beams 13,857  23             30 

H    Pillars 5,492  7             38 

Tees                     6,330  13             13 

Zees..                                                                                 1,454  7               9 


1,100,651  131  403 

49 


AMERICAN    IRON    AND    STEEL    INSTITUTE,    MAY    MEETING 


SUMMARY  BY  SHAPES. 


H  Pillars 
Size       Quantity 
1,874 
2,193 
518 
851 
20 


14 

12 

10 

8 

6 

5 

4 


10 
26 


5,492 


Tees 


Size 


Quantity 


6%  x  6y2 

5,760 

6       x  514 

51 

6       x  41/2 

77 

6       x  4 

101 

5       x  3 

81 

4y2  x  3 

65 

4       x  5 

27 

4       x  4 

16 

4       x  4 

126 

4       x  3 

7 

4       x  3 

5 

3%  x  3% 

13 

3       x  3 

1 

13 


6,330 


Zees 
Size     Quantity 


6 
5 

4 
3 
3 
3 

(Hatch)  2% 


83 

22 
1 

13 
569 

13 
753 


1,454 


Plain  Angles  — 

Plain  Angles  — 

Equal  Leg 

Unequal  Leg 

Bulb  Angles 

Size         Quantity 

Size           Quantity 

Size            Quantity 

8      x  8             2,280 

8      x6                   882 

10      x  31/2         10,111 

6      x  6           41,554 

8      x  3i/2          11,750 

9      x  3y,           4,906 

5      x  5           32,889 

7      x  3y2          18,957 

8      x  3%           9,435 

4%  x  41/2               70 

6      x4              20,916 

8x3                  955 

4      x4           15,023 

6      x  3%          52,011 

71/2  x  3y2              277 

3%  x  3^j     166,332 

5x4                    994 

7y2  x  3                       0.2 

3      x  3           65,510 

5      x  3%             9,671 

7      x  3%           7,274 

2%x2%         5,984.5 

5      x  3               18,423 

7      x  3               6,037.2 

2^4x2*4                 6 

4%x3                    257 

ey»  x  3%           32 

2      x2                827.5 

4      x3%             5,438 

6%  x  3                       0.2 

l%xl%              76 

4      x  3              56,469 

6      x3%                33 

iy>  x  1%              47.7 

3V2  x  3              26,019 

6      x  3               7,020 

1%  x  lii                0.5 

31/2  x2y2.          2,780 

5%  x  3                    32 

1x1                    0.2 

3      x  2%            4,987 

5      x2y2                14 

3v  9                            A.A. 

14           330,600.4 

X  *j                              tt 

2y2  x  2                    289 

14               46,126.6 

2y2  x  iy2             6 

9  Extra  Sets  Eolls 

17  229,893 


23 


50 


STANDARDIZATION   OF  SHIP   MATERIALS — LLEWELLYN 


SUMMARY  BY  SHAPES — (cont'd) 


Ship 

Channel 

Size 

Quantity 

12x4 

31,270 

12x3% 

30,916 

10x4 

12,654 

10x3% 

51,622 

10x3% 

32,155 

9x4 

31,197 

9x3y2 

104 

8x3y2 

46,539 

8x3 

29 

7x3y2 

35,780 

7x3% 

85,494 

6x3% 

316 

6x3y2 

41,020 

6x3 

5,016 

6x2i/2 

1,373 

4x2 

60 

16 


405,545 


Structural 


18x4 

15x3^ 

13x4 

12x3 

10x2% 
9x2y2 
8x2% 
7x2% 
6  x  2V8 
5x2 
4x1% 

11 


Channels 

Quantity 

83 

15,785 

3,053 

28,890 

1,147 

4,100 

6,603 

1,221 

464 

1 

6 

61,353 


I  Beams 

Size  Quantity 

28x10 
26  x    9V2 
24  x 
24  x 


9 
7 

20  x    7 
20x6% 
18x11% 
18  x    7% 
18  x    7% 
18  x 
18  x 
15  x 
15  x 
15  x 
12  x 
12x5 
10  x    4% 

9x    4% 

8x 

7x 

6x 

5x 

4x 


7 
6 

6% 
6 

sy2 

5% 


4 

3% 

3% 

3 

2% 


23 


236 
582 
4,565 
916 
189 
133 
395 
1,827 
218 
165 
124 
1,036 
7 

2,374 

628 

200 

101 

19 

63 

15 

55 

1 

8 

13,857 


51 


AMERICAN    IRON    AND    STEEL    INSTITUTE,    MAY    MEETING 


DISTRIBUTION 

EQUAL  LEG  ANGLES 


6x6 


5x5 


4x4 


Section 

Wt.  in 

Total 

Thick- 

pounds 

Quantit 

ness 

per  ft. 

Eeq'd 

.75 

38.9 

227 

.6875 

35.8 

952 

.625 

32.7 

866 

.5625 

29.6 

9 

.50 

26.4 

226 

2,280 

.875 

33.1 

5 

.8125 

31.0 

9 

.75 

28.7 

1,018 

.6875 

26.5 

1,115 

.625 

24.2 

5,389 

.5625 

21.9 

4,381 

.50 

19.6 

14,739 

.4375 

17.2 

13,071 

.375 

14.9 

1,822 

.3125 

12.3 

5 

41,554 

.75 

23.6 

595 

.6875 

21.8 

492 

.625 

20.0 

3,322 

.5625 

18.1 

8,063 

.50 

16.2 

12,247 

.4375 

14.3 

7,031 

.375 

12.3 

1,139 

32,889 

.625 

17.8 

70 

.75 

18.5 

17 

.6875 

17.1 

975 

.625 

15.7 

1,966 

.5625 

14.3 

1,861 

.50 

12.8 

7,434 

.4375 

11.3 

1,984 

.375 

9.8 

769 

.3125 

8.2 

17 

2 

2 

32 

7.1 

5 

11 

105 

9.05 

9 

15 

362 

2.4 

1 

1 

10 

0.9 

5 

6 

370 

0.6 

14 

27 

616 

3.7 

1 

1 

5 

1.0 

1 

1 

12 

0.75 

11 

18 

547 

1.86 

4 

3 

125 

8.9 

19 

31 

769 

7.0 

21 

24 

739 

5.9 

26 

43 

1,012 

14.6 

27 

52 

1,094 

11.9 

19 

33 

904 

2.0 

1 

5 

104 

0.05 

31 

52 

1,448 

28.7 

3 

6 

156 

3.8 

6 

11 

122 

4.03 

14 

31 

759 

4.4 

17 

33 

751 

10.7 

31 

52 

1,377 

8.9 

25 

42 

1,176 

6.0 

17 

35 

826 

1.38 

31 

52 

1,377 

23.9 

1 

1 

10 

7.0 

2 

2 

72 

0.24 

6 

10 

258 

3.8 

13 

17 

415 

4.75 

11 

29 

629 

2.96 

31 

51 

1,306 

5.7 

24 

36 

870 

2.3 

20 

33 

801 

0.96 

3 

3 

173 

0.1 

15,023 


31       55 


10.4 


52 


STANDARDIZATION    OF   SHIP    MATERIALS LLEWELLYN 


EQUAL  LEG  ANGLES  (Cont'd) 


Size 

of 

Shapes 

3y2x    3y2 


x    3 


2%  X 

2      x 


Section 

Wt.  in 

Total              Used  in 

Average 

Thick- 

pounds 

Quantity 

Quantity 

ness 

per  ft. 

Eeq'd 

Designs 

Yards 

Hulls 

per  Hull 

.75 

16.0 

173 

2 

1 

180 

0.96 

.6875 

14.8 

121 

5 

5 

201 

0.6 

.625 

13.6 

3,509 

21 

36 

787 

4.5 

.5625 

12.4 

5,629 

17 

27 

589 

9.6 

.50 

11.1 

36,427 

32 

54 

1,314 

27.7 

.4375 

9.8 

80,159 

33 

58 

1,464 

55.0 

.375 

8.5 

38,143 

32 

57 

1,486 

25.7 

.3125 

7.2 

591 

13 

26 

615 

0.96 

.25 

5.8 

1,580 

2 

2 

80 

19.7 

166,332 

34 

60 

1,508 

110. 

.625 

11.5 

55 

3 

3 

146 

0.38 

.5625 

10.4 

367 

5 

5 

226 

1.62 

.50 

9.4 

3,964 

24 

46 

1,101 

3.6 

.4375 

8.3 

13,828 

31 

51 

1,309 

10.6 

375 

7.2 

32,764 

34 

58 

1,405 

23.3 

.3125 

6.1 

5,864 

30 

52 

1,276 

4.6 

.25 

4.9 

8,668 

9 

15 

551 

15.7 

65,510 

34 

59 

1,481 

43.2 

.50 

7.7 

3.5 

1 

1 

70 

0.05 

.4375 

6.8 

7 

2 

3 

17 

0.41 

.375 

5.9 

227 

9 

12 

425 

0.53 

.3125 

5.0 

3,587 

27 

59 

1,358 

2.64 

.25 

4.1 

2,128 

25 

46 

1,138 

1.87 

.1875 

3.07 

32 

4 

9 

144 

0.22 

5,984.5 

33 

60 

1,406 

4.25 

.25 

3.62 

6 

2 

2 

12 

0.5 

.375 

4.7 

11 

3 

4 

75 

0.15 

.3125 

3.92 

23 

5 

4 

124 

0.19 

.25 

3.19 

753 

20 

36 

1,031 

0.73 

.1875 

2.44 

40 

6 

6 

170 

0.24 

.125 

1.65 

0.5 

1 

1 

10 

0.05 

827.5 

20 

37 

1,063 

0.78 

.375 

4.1 

10 

1 

5 

104 

0.1 

.1875 

2.12 

66 

2 

"   6 

254 

0.26 

76 


254 


0.3 


53 


AMERICAN    IRON   AND   STEEL   INSTITUTE,    MAY    MEETING 


EQUAL  LEG  ANGLES  (Cont'd) 


Size 

of 

Shapes 


1x1 


of 

Shapes 

8x6 


8      x    3V2 


7     x    3V2 


6x4 


Section 
Thick- 

Wt. in 
pounds 

Total 

Quantity 

Used  in 

Average 
Quantity 

ness 

per  ft. 

Req'd  Designs 

Yards 

Hulls 

per  Hull 

.25 

2.34 

30 

8 

9 

108 

0.28 

.1875 

1.8 

17 

6 

6 

101 

0.17 

.125 

1.23 

0.7 

3 

3 

124 

.006 

47.7 

12 

16 

301 

0.16 

.1875 

1.48 

0.5 

1 

1 

2 

0.25 

.1875 

1.16 

.02 

1 

1 

2 

0.01 

UNEQUAL 

LEG  ANGLES 

Section 

Wt.  in 

Total 

Used  in 

Average 

Thick- 

pounds 

Quantity 

Quantity 

ness 

per  ft. 

Req'd  Designs 

Yards 

Hulls 

per  Hull 

.75 

33.8 

32 

2 

3 

34 

0.94 

.6875 

31.2 

4 

1 

1 

5 

0.8 

.625 

28.5 

106 

3 

3 

85 

'      1.25 

.5625 

25.7 

28 

3 

7 

179 

0.16 

.50 

23.0 

387 

7 

14 

508 

0.76 

.4375 

20.2 

325 

5 

8 

394 

0.83 

882 

12 

18 

567 

1.5 

.75 

27.5 

1 

1 

1 

2 

0.5 

.6875 

25.3 

116 

1 

1 

5 

23.2 

.625 

23.2 

1,339 

10 

12 

404 

3.3 

.5625 

21.0 

3,152 

2 

1 

180 

17.5 

.50 

18.7 

5.076 

12 

20 

592 

8.6 

.4375 

16.5 

2,066 

10 

20 

343 

6.02 

11,750 

17 

31 

723 

16.2 

.875 

28.7 

99 

1 

1 

110 

0.9 

.75 

24.9 

1,765 

4 

10 

235 

7.5 

.6875 

23.0 

921 

1 

1 

70 

13.2 

.625 

21.0 

1,048 

7 

12 

230 

4.55 

.5625 

19.1 

75 

3 

4 

37 

2.03 

.50 

17.0 

5,791 

13 

23 

744 

7.8 

.4375 

15.0 

5,203 

17 

27 

721 

7.2 

.375 

13.0 

4,055 

12 

13 

513 

7.9 

18,957 

29 

44 

1,142 

16.5 

1.00 

30.6 

1,758 

5 

13 

152 

11.5 

.9375 

28.9 

529 

2 

4 

49 

10.8 

.875 

27.2 

1,060 

6 

10 

226 

4.7 

.8125 

25.4 

3,760 

6 

13 

153 

24.6 

.75 

23.6 

2,552 

8 

15 

239 

10.7 

.6875 

21.8 

1,350 

8 

11 

158 

8.5 

.625 

20.0 

2,517 

14 

28 

548 

4.6 

.5625 

18.1 

2,156 

11 

24 

537 

4.0 

.50 

16.2 

2,799 

20 

37 

794 

3.5 

.4375 

14.3 

1,553 

11 

27 

666 

2.34 

.375 

12.3 

882 

10 

19 

512 

1.7 

20,916 


31       59       1,379         15.2 


54 


STANDARDIZATION   OF   SHIP    MATERIALS — LLEWELLYN 


UNEQUAL  LEG  ANGLES   (Cont'd) 


Size 

of 

Shapes 

6      x    3y2 


5x4 


5      x    3% 


5x3 


.8125 

.625 

.5625 

.50 

.4375 

.375 


.75 

.6875 

.625 

.5625 

.50 

4375 

.375 

.3125 


.6875 

.625 

.5625 

.50 

.4375 

.375 

.3125 


.375 
.3125 


22.7 
17.8 
16.2 
14.5 
12.8 
11.0 


19.8 
18.3 
16.8 
15.2 
13.6 
12.0 
10.4 
8.7 


17.1 

15.7 

14.3 

12.8 

11.3 

9.8 

8.2 


9.1 

7.7 


52,011 

31 
7 

636 
54 
12 

254 

994 

34 

126 

421 

155 

1,504 

3,638 

3,713 

.     80 

9,671 


18,423 

176 
81 


257 


1 

1 

150 

0.1 

5 

6 

229 

1.17 

3 

6 

82 

6.5 

9 

8 

446 

4.1 

12 

20 

362 

6.2 

29 

54 

1,197 

8.5 

31 

58 

1,369 

10.6 

31 

58 

1,498 

14.9 

5 

10 

283 

0.45 

34 

60 

1,508 

34.6 

1 

3 

30 

1.03 

2 

2 

10 

0.7 

6 

7 

330 

1.9 

4 

5 

76 

0.71 

2 

2 

45 

0.27 

5 

10 

344 

0.74 

10 

19 

488 

2.03 

3 

4 

163 

0.21 

1 

1 

70 

1.8 

5 

5 

348 

1.21 

4 

5 

169 

0.92 

17 

31 

799 

1.9 

25 

42 

925 

3.9 

21 

36 

927 

4.0 

5 

9 

137 

0.58 

30 

50 

1,173 

8.25 

2 

4 

120 

8.9 

1 

1 

150 

0.1 

1 

1 

2 

2.0 

11 

20 

443 

0.88 

20 

41 

1,017 

3.8 

28 

60 

1,434 

7.5 

17 

30 

884 

2.56 

31 

60 

1,485 

12.4 

2 

2. 

24 

7.3 

2 

4 

24 

3.4 

3 

5 

44 

5.9 

55 


AMERICAN    IRON    AND   STEEL   INSTITUTE,    MAY    MEETING 


UNEQUAL  LEG  ANGLES  (Cont'd) 


4x 


3      x2i/2 


Section 

Wt.  in 

Total 

Used  in 

Average 

Thick- 

pounds 

Quantity 

Quantity 

ness 

per  ft. 

Eeq'd  Designs 

Yards 

Hulls 

per  Hull 

.625 

14.7 

111 

2 

4 

87 

1.3 

.5625 

13.3 

166 

5 

5 

112 

1.48 

.50 

11.9 

300 

16 

25 

696 

0.43 

.4375 

10.6 

4,309 

16 

27 

616 

7.0 

.375 

9.1 

551 

15 

26 

657 

0.84 

.3125 

7.7 

1 

1 

1 

70 

0.014 

5,438 

21 

36 

916 

5.9 

.625 

13.6 

89 

4 

8 

131 

0.68 

.5625 

12.4 

253 

4 

8 

114 

2.2 

.50 

11.1 

537 

13 

32 

537 

1.0 

.4375 

9.8 

14,338 

32 

54 

1,343 

10.7 

.375 

8.5 

39,712 

35 

54 

1,460 

27.2 

.3125 

7.2 

1,539 

16 

26 

637 

2.4 

.25 

5.8 

1 

1 

1 

2 

0.5 

56,469 

34 

60 

1,508 

37.4 

.625 

12.5 

3 

1 

1 

110 

0.027 

.5625 

11.4 

1,591 

5 

6 

242 

6.6 

.50 

10.2 

2,523 

8 

10 

398 

6.35 

.4375 

9.1 

8,043 

12 

19 

571 

14.1 

.375 

7.9 

6,064 

24 

49 

1,019 

5.95 

.3125 

6.6 

2,237 

16 

29 

709 

3.16 

.25 

5.4 

5,558 

2 

2 

220 

25.3 

26,019 

27 

49 

1,099 

23.7 

.50 

9.4 

3 

1 

1 

4 

0.75 

.4375 

8.3 

24 

3 

3 

136 

0.18 

.375 

7.2 

369 

7 

16 

571 

0.65 

.3125 

6.1 

1,351 

12 

27 

595 

2.28 

.25 

4.9 

33 

3 

12 

322 

0.1 

2,780 

15 

30 

811 

3.4 

.50 

8.5 

15 

2 

2 

120 

0.125 

.4375 

7.6 

73 

3 

4 

149 

0.49 

.375 

6.6 

657 

16 

28 

770 

0.85 

.3125 

5.6 

3,971 

25 

49 

1,192 

3.3 

.25 

4.5 

271 

10 

13 

416 

0.65 

4,987 


26       49       1,193 


4.2 


56 


STANDARDIZATION    OF   SHIP    MATERIALS LLEWELLYN 


UNEQUAL  LEG  ANGLES  (cont'd) 


Size 
of 

Shapes 
3x2 


Section 
Thick- 
ness 
.4375 
.375 
.3125 
,25 


.375 
.3125 
.25 
.1875 


.25 

.1875 


Wt.  in 
pounds 
per  ft. 

6.8 

5.9 

5.0 

4.1 


5.3 
4.5 
3.62 
2.75 


3.19 
2.12 


Total  Used  in  Average 

Quantity  Quantity 

Req'd  Designs  Yards  Hulls  per  Hull 

6  1  1  14  0.43 

3  2  2  181  0.017 

18  1  1  24  0.75 

1'7  3  3  39  0.44 


44 

19 

170 

84 

16 


289 

1 
5 


6 

3 
6 

10 
2 


6 

4 
16 
16 

7 


13       24 


235 

268 
368 
483 
122 

651 

115 
110 

115 


0.19 

0.07 
0.46 
0.17 
0.13 

0.44 

0.01 
0.045 

0.05 


57 


AMERICAN    IRON   AND   STEEL   INSTITUTE,    MAY    MEETING 


BULB  ANGLES   (restricted) 


Size              Section 
of                 ThicTc- 

Wt.  in 
pounds 

Total             Used  in             Average 
Quantity                                    Quantity 

Shapes             ness 

per  ft. 

Req'd  Designs 

Yards  Hulls  per  Hull 

10      x    3y2             .675 

33.0 

533 

2 

2 

21 

25.4 

.65 

32.1 

1,061 

2 

4 

39 

27.2 

.625 

31.1 

1,680 

2 

3 

32 

52.5 

.575 

29.1 

553 

3 

4 

24 

23.0 

10      x    3y2             .55 

27.9 

119 

1 

1 

4 

29.7 

.525 

26.9 

826 

5 

7 

70 

11.8 

.50 

25.9 

4,084 

9 

11 

107 

38.2 

.475 

24.9 

801 

4 

5 

30 

26.7 

.45 

23.9 

454 

4 

4 

34 

13.3 

10,111 

12 

16 

199 

51.0 

9      x    3i/2 

31.7 

3 

1 

1 

4 

0.75 

.65 

29.5 

27 

1 

2 

4 

6.75 

.625 

28.6 

8 

1 

1 

4 

2.0 

9      x    3%             .55 

25.7 

8 

2 

4 

6 

1.33 

.525 

24.8 

112 

3 

5 

19 

5.9 

.50 

23.9 

244 

5 

5 

35 

7.0 

9      x    3y2             .475 

22.7 

579 

5 

5 

38 

15.2 

.45 

21.8 

3,077 

6 

8 

70 

44.0 

.425 

20.9 

458 

4 

6 

31 

14.8 

.40 

20.0 

390 

6 

5 

38 

10.3 

4,906 

9 

13 

132 

87.2 

8      x    3^5             .65 

26.5 

324 

1 

2 

20 

16.2 

.525 

22.4 

79 

1 

1 

10 

7.9 

.50 

21.7 

633 

4 

7 

50 

12.7 

.475 

20.5 

272 

2 

5 

26 

10.5 

.45 

19.6 

2,652 

8 

11 

78 

34.0 

.425 

18.8 

529 

7 

9 

68 

7.8 

.40 

18.0 

4,946 

9 

12 

103 

48.0 

9,435 

10 

15 

155 

61.0 

8x3                 .425 

18.0 

14 

1 

1 

4 

3.5 

.40 

17.2 

941 

4 

7 

108 

8.7 

955  4         8          112  8.5 


58 


STANDARDIZATION    OF   SHIP    MATERIALS LLEWELLYN 


7x3 
7x3 

ey2x  31/2 

6%  x    3 


BULB  ANGLES  (cont'd) 


Size 
of 

Section 
Thick- 

Wt. in 
pounds 

Total 
Quantity 

Used  in             Average 
Quantity 

Shapes 

ness 

per  ft. 

Req'd  Designs 

Yards  Hulls  per  Hull 

7%x    3% 

.50 

20.4 

29 

1 

1 

4 

7.25 

7%x    3y2 

.425 

17.8 

10 

1 

1 

4 

2.5 

.40 

17.0 

238 

1 

1 

4 

59.5 

277 

1 

1 

4 

69.3 

7^x    3 

.35 

14.8 

0.2 

1 

1 

2 

0.1 

7      x    31/2 

.575 

21.6 

88 

1 

2 

13 

6.8 

.525 

20.1 

36 

1 

1 

11 

3.3 

.475 

18.7 

439 

2 

2 

10 

43.9 

7      x    3y2  .475  18.3  118  1         1  21  5.6 

7      x    3V2 


.45 

17.6 

1,204 

9 

11 

107 

11.2 

.425 

16.8 

1,201 

3 

4 

32 

37.8 

.40 

16.2 

1,824 

7 

10 

123 

14.8 

.375 

15.5 

1,964 

6 

7 

56 

35.1 

.35 

14.8 

400' 

4 

3 

28 

14.3 

7,274 

13 

18 

268 

27.0" 

.475 

17.7 

549 

1 

1 

4 

137.0 

.45 

16.9 

1,479 

3 

3 

26 

57.0 

.425 

16.0 

6 

1 

2 

4 

1.5 

.40 

15.3 

3 

1 

2 

2 

1.5 

.375 

14.6 

4,000 

2 

5 

160 

25.0 

.35 

13.9 

0.2 

1 

2 

2 

0.1 

6,037.2 

3 

8 

195 

31.0 

.425 

16.7 

27 

1 

1 

10 

2.7 

.375 

14.3 

5 

1 

1 

10 

0.5 

32 

1 

1 

10 

3.2 

.35 

12.9 

0.2 

1 

1 

2 

0.1 

t 

17.8 

33 

1 

1 

10 

3.3 

59 


AMERICAN    IRON    AND    STEEL    INSTITUTE,    MAY    MEETING 


Section 
Thick- 

BULB ANGLES  (cont'd) 

Wt.  in             Total 
pounds          Quantity 

Used  in             Average 
Quantity 

ness 

per  ft. 

Eeq  'd  Designs  Yards  Hulls  per  Hull 

.50 

16.2 

51 

3 

4 

29 

1.76 

.475 

15.6 

161 

2 

2 

20 

8.05 

.45 

14.9 

784 

6 

13 

145 

5.4 

.425 

14.1 

627 

7 

7 

108 

5.8 

.40 

13.4 

1,943 

8 

13 

132 

14.7 

.375 

12.8 

3,450 

9 

17 

139 

24.8 

.35 

12.2 

4 

1 

3 

10 

0.4 

7,020 

18 

30 

464 

15.1 

.425 

13.4 

1 

1 

1 

4 

0.25 

.40 

12.5 

25 

1 

1 

6 

4.2 

.375 

11.9 

6 

2 

2 

6 

1.0 

32 

2 

3 

12 

2.7 

.328 

10.3 

12 

1 

1 

8 

1.5 

.313 

10.0 

2 

1 

1 

1 

2.0 

Size 

of 

Shapes 

6x3 


6x3 


5      x    2y2 

.313  10.0 

14  9  1.5 


60 


STANDARDIZATION    OF   SHIP    MATERIALS LLEWELLYN 


SHIP  CHANNELS 


Size 

Section 

Wt.  in 

Total             Used  in 

Average 

of 

Thick- 

pounds 

Quantity 

Quantity 

Shapes 

ness 

per  ft. 

Keq'd 

Designs 

Yards 

Hulls 

per  Hull 

x    4 

.84 

50.0 

1,452 

1 

4 

46 

31.6 

.75 

46.3 

249 

3 

3 

59 

4.2 

.70 

44.3 

11,198 

10 

15 

415 

27.0 

.595 

40.0 

7,566 

11 

18 

470 

16.1 

.473 

35.0 

10,805 

15 

29 

677 

16.0 

12 


31,270     15   31    753    41.5 
12   x  3i/2 


.61 

37.2 

2,552 

7 

9 

196 

13.0 

.50 

32.7 

17,179 

15 

21 

627 

27.4 

.44 

30.2 

9,421 

15 

25 

691 

13.6 

.375 

29.3 

1,764 

5 

6 

54 

32.7 

30,916     22   32    838    37.0 
10   x  4 


.741 

40.0 

147 

1 

1 

21 

7.0 

.65 

36.9 

2,101 

4 

6 

254 

8.3 

.50 

31.8 

2,227 

3 

7 

124 

17.9 

.447 

30.0 

8,179 

4 

4 

134 

61.0 

12,654     10   16    481    26.3 
10   x  3V2 


.675 

33.2 

78 

2 

2 

39 

2.0 

.60 

30.6 

2,468 

5 

9 

200 

12,3 

.55 

28.9 

20,796 

9 

19 

434 

48.0 

.50 

27.2 

28,195 

21 

40 

781 

36.0 

.475 

26.4 

15 

3 

7 

129 

0.12 

.375 

23.5 

70 

1 

2 

11 

6.3 

51,622  21       42  925  56.0 

10      x    3%             .575           28.5                837  24  29  28.8 

.50             26.0                443  7       10  283  1.57 

.45             24.3             9,109  6       10  205  44.5 

.40             22.6             1,054  4       13  231  4.6 

.375           21.7           20,712  17       28  677  30.6 


32,155  19       38  852  37.8 

x    4                 .65             34.7             1,485  46  91  16.3 

.55             31.7                 375  45  90  4.2 

.45             28.6           29,337  11       14  300  97.5 


31,197  11       14          300       104.0 


61 


AMERICAN    IRON    AND    STEEL   INSTITUTE,    MAY    MEETING 


SHIP  CHANNELS   (cont'd) 


Size 
of 

Section 
Thick- 

Wt. in 
pounds 

Total 
Quantity 

Used  in 

Average 
Quantity 

Shapes 

ness 

per  ft. 

Eeq'd  Designs 

Yards 

Hulls 

per  Hull 

9x3% 

.50 

26.9 

71 

1 

1 

1 

71.0 

.45 

25.4 

31 

1 

1 

10 

3.1 

? 

21.8 

2 

1 

1 

2 

1.0 

104 

3 

3 

13 

8.0 

8      x    3% 

.625 

27.2 

301 

3 

10 

151 

2.0 

.60 

26.5 

561 

8 

10 

328 

1.7 

.55 

25.2  • 

7,082 

2 

7 

107 

66.0 

.50 

23.8 

18,232 

22 

40 

838 

21.8 

.425 

22.7 

14 

2 

2 

28 

0.5 

.415 

21.5 

20,349 

17 

38 

1,008 

20.1 

46,539 

26 

42 

1,060 

44.0 

8x3 

.40 

19.3 

2 

1 

2 

11 

0.18 

.344 

17.6 

17 

2 

6 

114 

0.15 

29 

2 

6 

114 

0.25 

7      x    3y2 

.55 

23.3 

69 

2 

4 

41 

1.7 

.50 

22.1 

138 

7, 

10 

158 

0.9 

.45 

20.9 

11,420 

19 

35 

858 

13.3 

.40 

20.2 

444 

2 

3 

12 

37.0 

.40 

19.7 

23,709 

16 

31 

890 

26.6 

35,780 

24 

45 

1,178 

30.4 

7      x    33/8 

.575 

21.9 

25 

1 

1 

70 

0.36 

.438 

18.6 

55,403 

22 

38 

957 

57.8 

.35 

16.5 

25,392 

21 

30 

851 

29.8 

.313 

15.6 

4,674 

10 

18 

631 

7.4 

85,494 

28 

48 

1,250 

68.3 

6      x    3% 

.535 

21.5 

133 

2 

3 

121 

1.1 

.41 

19.0 

183 

9 

12 

293 

0.63 

316 

10 

14 

325 

0.98 

6      x    3V2 

.375 

17.9 

146 

1 

2 

28 

5.2 

.35 

15.0 

40,874 

29 

48 

1,238 

29.6 

41,020 

29 

49 

1,248 

32.9 

6x3 

.563 

18.1 

66 

3 

3 

41 

1.6 

.313 

13.0 

4,950 

7 

10 

519 

9.5 

5,016 

8 

12 

550 

9.1 

6      x    2i/2 

.313 

12.5 

1,373 

3 

9 

202 

6.8 

4x2 

.394 

10.1 

60 

1 

2 

13 

4.6 

62 


STANDARDIZATION    OF   SHIP    MATERIALS LLEWELLYN 


Size 

of 

Shapes 

18      x    4 
15      x    31/2 


13      x    4 


12      x    3 


10      x    2- 


9      x    2i/2 


x    2^ 


7      x    214 


6      x  2i/8 


STRUCTURAL  CHANNELS 

Used  in  Average 

Quantity 
Eeq'd  Designs  Yards  Hulls  per  Hull 

I         1          110  0.75 


Section 

Wt.  in 

Total 

Thick- 

pounds 

Quanta 

ness 

per  ft. 

Eeq'd 

.63 

55 

83 

.818 

55 

240 

.72 

50 

1,053 

.622 

45 

76 

.524 

40 

2,660 

.426 

35 

722 

.40 

33 

11,034 

15,785 

.678 

45 

538 

.497 

37 

916 

.452 

35 

1,337 

.375 

32 

262 

3,053 

.758 

40 

15 

.636 

35 

12,301 

.513 

30 

8,493 

.39 

25 

6,009 

.28 

20.5 

2,072 

28,890 

.676 

30 

255 

.529 

25 

62 

.382 

20 

753 

.24 

15 

77 

1,147 

.615 

25.0 

711 

.452 

20.0 

3,386 

.23 

13.25 

3 

4,100 

.582 

21.25 

15 

.49 

18.75 

1,801 

.399 

16.25 

4,137 

.307 

13.75 

586 

.22 

11.25 

64 

6,603 

.423 

14.75 

225 

.318 

12.25 

933 

.21 

9.75 

63 

1,221 

.563 

15.5 

307 

.44 

13.0 

7 

.318 

10.5 

123 

.20 

8.0 

27 

2 

7 

2 

10 

2 
8 


7 
6 
2 

15 
4 

16 


14       21 


6 

1 

2 
2 

12 

1 
5 

6 
6 


11       13 

2 

1  2 
4  6 
4  4 


184 
242 
152 
403 
22 
559 

640 


161 


527 

154 
154 

287 
275 

302 

154 

159 

5 


464 


22 
164 
176 
164 
154 

186 

21 

276 

5 

297 

154 

150 
118 
181 

271 


1.3 

4.35 

0.5 

6.6 

32.8 

19.7 

24.6 

4.7 

114.5 

31.1 

26.2 

18.9 

0.68 
41.6 
29.4 
16.8 

6.3 

54.8 

1.65 

0.4 

2.62 

0.28 

3.8 

4.6 

21.3 

0.6 


159    25.8 


0.68 

11.0 

23.4 
3.57 
0.42 

35.5 

10.7 

3.38 
12.6 

4.1 

2.0 
0.047 
1.04 
0.15 

1.7 


63 


AMERICAN    IRON    AND   STEEL   INSTITUTE,    MAY    MEETING 


STRUCTURAL  CHANNELS  (cont'd) 


Size 

Section 

Wt.  in 

Total              Used  in 

Average 

of 

Thick- 

pounds 

Quantity 

Quantity 

Shapes 

ness 

per  ft. 

Eeq'd 

Designs 

Yards 

Hulls 

per  Hull 

5 

x    2 

All 

11.5 

1 

1 

1 

5 

0.2 

4 

x    1% 

•    .325 

7.25 

1 

1 

1 

4 

0.25 

.252 

6.25 

5 

1 

1 

1 

5.0 

6 

1 

2 

5 

1.2 

I 

BEAMS 

Size 

Section 

Wt.  in 

Total              Used  in 

Average 

of 

Thick- 

pounds 

Quantity 

Quantity 

Shapes 

ness 

per  ft. 

Eeq'd 

Designs 

Yards 

Hulls 

per  Hull 

28 

xlO 

.50 

105 

236 

1 

1  . 

8 

29.5 

26 

x    9V2 

.46 

90 

582 

1 

1 

8 

72.7 

24 

x    9 

.476 

74 

4,565 

2 

2 

118 

38.7 

24 

x    7 

.631 

90. 

233 

1 

1 

150 

1.55 

.50 

80 

683 

1 

2 

154 

4.5 

916 

1 

2 

154 

5.9 

20 

x    7 

.60 

80 

189 

1 

1 

70 

2.7 

20 

x    6% 

.50 

65 

133 

2 

2 

220 

0.6 

18 

xiiy2 

.48 

92 

395 

1 

2 

154 

2.6 

18 

x  7y2 

.32 

52 

1,827 

1 

1 

70 

26.1 

18 

x    7i/2 

.38 

48 

218 

2 

2 

18 

12.1 

18 

x    7 

.562 

75 

165 

1 

1 

150 

1.1 

18 

x    6 

.555 

60 

115 

1 

1 

110 

1.05 

.46 

55 

9 

1 

1 

12 

0.75 

124 

2 

2 

122 

1.01 

15 

x    6% 

.44 

46 

1,036 

1 

1 

70 

14.8 

15 

x    6 

.59 

60 

7 

1 

1 

8 

0.88 

15 

x    5V2 

.656 

55 

45 

2 

5 

48 

0.94 

.41 

42 

2,329 

4 

10 

319 

7.3 

2,374 

6 

15 

367 

6.5 

12 

x    5i/4 

.46 

40 

628 

6 

8 

269 

2.3 

12 

x    5 

.436 

35 

187 

3 

3 

48 

3.9 

.35 

31.5 

13 

2 

2 

21 

0.62 

200 


69 


2.9 


64 


STANDARDIZATION    OF   SHIP    MATERIALS — LLEWELLYN 


I  BEAMS  (cont'd) 


Siee 

of 
Shapes 

Section 
Thick- 
ness 

Wt.  in 
pounds 
per  ft. 

Total             Used  in             Average 
Quantity                                    Quantity 
Eeq  'd  Designs  Yards  Hulls  per  Hull 

10      x    4% 

.749 
.602 
.31 

40 
35 
25 

19 
9 
73 

1 
1 
1 

1 
1 
5 

31 
8 
104 

0.61 
1.13 

0.7 

101 

3 

7 

143 

0.7 

9      x    4% 

.406 

25 

19 

2 

5 

96 

0.2 

8x4 

.541 
.27 

25.5 
18.0 

37 
26 

1 
2 

3 

1 

4 

122 
132 

0.3 
0.2 

63 

5 

254 

0.25 

7x3% 

.25 

15 

3 

1 

1 

22 

0.14 

6      x    33/8 

.352 

14.75 

55 

2 

4 

83 

0.66 

5x3 

.21 

9.75 

1 

2 

2 

18 

0.06 

4      x    2% 

.337 

9.5 

8 

1 

1 

31 

0.26 

65 


AMERICAN    IRON    AND    STEEL    INSTITUTE,    MAY    MEETING 


H  PILLARS 


Size 

Section 

Wt.  in 

Total 

of 

Thick- 

pounds 

Quantity 

Shapes 

ness 

per  ft. 

Eeq'd  j 

14 

1.17 

236 

133 

.82 

162 

206 

.67 

130.5 

781 

.63 

122.5 

96 

.59 

114.5 

64 

.55 

106.5 

49 

.51 

99 

67 

.47 

91 

208 

.43 

83.5 

270 

1,874 

12 

.78 

132.5 

164 

.74 

125.5 

396 

.70 

118.5 

63 

.67 

112 

387 

.63 

105 

150 

.59 

98.5 

113 

.55 

91.5 

188 

.51 

84.5 

465 

.43 

71.5 

246 

.39 

64.5 

21 

2,193 

10 

.63 

88.5 

11 

.59 

82.5 

15 

.55 

77 

42 

.47 

65.5 

112 

.43 

59.5 

151 

.39 

54 

168 

.36 

49 

19 

518 

8 

.63 

71.5 

483 

.55 

62 

7 

.51 

57.5 

14 

.47 

53 

13 

.43 

48 

52 

.39 

43.5 

59 

.35 

39 

135 

.31 

34.5 

33 

.31 

32 

55 

851 

6 

.313 

23.8 

20 

5 

.313 

18.7 

10 

4 

.313 

13.6 

26 

6  5  371  5.1 

24  25  6.55 

2  3  164  2.41 
11  70  0.9 
5         8  259  1.5 
4         7  189  0.8 
24  25  4.5 

3  5  175  1.07 
3         5  244  1.9 
2         3  224  1.1 
11  70  0.3 

7  10  389  5.6 

11  10  1.1 

2  3  24  0.6 
34  46  0.9 

3  5  39  2.9 
46  54  2.8 
3         6  181  0.93 

1  1  22  0.86 

8  12  248  2.1 

2  3  121  4.0 
24  25  0.28 

12  11  1.27 
12  14  0.93 

23  16  3.3 
46  40  1.5 
46  63  2.14 

3  4  29  1.14 

24  31  1.8 


66 


STANDARDIZATION    OF   SHIP    MATERIALS — LLEWELLYN 


TEES 


Size 
of 
Shapes 

Section 
Thick- 
ness 

W't.  in 
pounds 
per  ft. 

Total              Used  in 
Quantity 
Eeq'd  Designs  Yards  Hulls 

Average 
Quantity 
per  Hull 

6i/2  x    6i/2 

.45 

19.8 

5,760 

14 

19 

409 

14.1 

6      x    5i/t 

1.375 

39.4 

51 

1 

1 

32 

1.59 

6      x    4% 

1.06 

28.2 

77 

2 

2 

42 

1.83 

6x4 

.5625 

15.6 

101 

4 

4 

26 

3.9 

5x3 

J 

13.6 

81 

4 

4 

48 

1.7 

41/2  x    3 

.4375 

9.8 

65 

2 

3 

85 

0.77 

4x5 

f 

11.9 

27 

1 

1 

32 

0.84 

4x4 

.5625 

13.5 

16 

1 

1 

8 

2.0 

4x4 

.4375 

10.5 

126 

3 

8 

122 

1.03 

4x3 

.4375 

9.2 

7 

1 

1 

46 

0.15 

4x3 

.375 

7.8 

5 

1 

1 

46 

0.11 

31/2  x    3i/2 

.4375 

9.2 

13 

1 

1 

22 

0.59 

3x3 

.375 

6.7 

1 

1 

1 

8 

0.13 

ZEES 

Size 
of 
Shapes 

Section 
Thiclc- 
ness 

Wt.  in 
pounds 
per  ft. 

Total 
Quantity 
Eeq'd  Dt 

Used  in 
'•signs  Yards  Hulls 

Average 
Quantity 
per  Hull 

6 

.375 

15.7 

12 

1 

1 

10 

1.2 

1 

14.6 

71 

1 

1 

12 

5.9 

83 

1 

1 

12 

6.9 

5 

.3125 

11.6 

22 

1 

1 

32 

0.69 

4 

.375 

12.5 

1 

1 

2 

13 

0.08 

3 

.50 

12.6 

13 

1 

1 

5 

2.6 

3 

.4375 

11.5 

129 

1 

1 

30 

4.3 

.375 

9.8 

440 

3 

8 

169 

2.6 

569 

3 

8 

199 

2.8 

3 

.3125 

8.5 

13 

2 

3 

19 

0.7 

21/2 

.50 

13.6 

753 

5 

7 

141 

5.3 

67 


AMERICAN    IRON    AND    STEEL    INSTITUTE,    MAY    MEETING 


APPENDIX  E. 


showing  variety  of  rolled  steel 
nesses   (tabulated  by  Designs 
for  the  1508  vessels  covered  by 
Emergency  Fleet  Corporation. 


Approx.     E.F.C. 
D.W.T.     Design 


12,500 
11,925 
11,800 
10,000 
9,600 


Eeq. 

Eeq. 
56 
18 
37 


Shipyard 
CARGO  SHIPS 
Pennsylvania  S.B. 

New  York  S.B. 
Bethl. — Alameda 
Sun  S.B. 

Federal  S.B. 
Carolina  S.B. 
Doullut  &  Williams 


shapes  and  section  thick- 
and  Shipyards)  specified 
Eeport  of  Oct.  15,  1918,  to 


Variety  of 

Number  Section 

of  Ships    Shapes  Thicknesses 


9,500 

27 

Oscar  Daniels 

Eeq. 

Cramp  S.&E.B. 

9,400 

15 

Groton 

Virginia 

Moore  S.B. 

Pacific  Coast  S.B. 

Union  Constr'n 

Seattle  N.  Pacific 

Standifer 

79 

Skinner  &  Eddy 

9,000 

25 

Newburgh 

Merrill-Stevens 

Pensacola 

Chester 

Merchant 

11 

21 

53 

2 

33 

77 

18 

36 

80 

12 

24 

51 

30 

25 

67  Approx. 

12 

29 

71 

8 

31 

85 

10 

33 

72  Approx. 

2 

31 

86 

6 

22 

52 

12 

22 

52  Approx. 

25 

21 

49 

10 

25 

56 

10 

24 

50 

10 

23 

53 

10 

!6 

44 

46 

26 

72 

10 

35 

98  Approx. 

6 

35 

98  Approx. 

10 

29 

86 

18 

35 

98 

60 

35 

98 

68 


STANDARDIZATION    OF   SHIP    MATERIALS LLEWELLYN 


Approx.     E.F.C. 
Tt.W.T.     Design 


8,800 


7,500 


7,400 

5,350 
5,000 

4,350 
4,200 

4,050 


19 

16 
13 


66 

80 

17 

14 

22 

Req. 

63 

43 
23 

Eeq. 

Req. 

60 

60 
74 


Number 

Shipyard  of  Ships 

CARGO  SHIPS   (cont'd) 

Atlantic  10 

Long  Beach  8 

Southwestern  10 

Western  Pipe  18 

Groton  6 

Baltimore  D.D.  8 

Los  Angeles  30 

Columbia  River  32 

Northwest  Steel  31 

Skinner  &  Eddy  31 

Duthie  22 

Ames  25 

Downey  10 

Seattle  Constr'n  21 

Hog  Island  110 

Pennsylvania  S.B.  2 

Standard  23 

Beth.— Sp.P.&H.&H.  9 

Hanlon  8 

Bayles  4 

Submarine  150 

New  Jersey  S.B.  12 

Pusey  &  Jones  10 

American  S.B.  60 

Great  Lakes  24 

American  S.B.  60 

Globe  5 

Great  Lakes  24 

Manitowoc  12 

McDougall-Duluth  15 

Saginaw  12 

Toledo  16 


Variety  of 

apes 

Section 
Thicknesses 

26 

60 

20 

52 

27 

65 

24 

64 

34 

87  Approx. 

34 

87 

22 

45 

34 

73 

33 

63 

26 

66 

36 

88 

27 

57 

27 

54 

17 

36 

36 

118 

32 

60 

25 

56 

28 

84 

26 

54 

39 

106 

42 

118 

23 

46 

23 

48 

20 

46 

24 

42 

20 

46  Approx. 

16 

29 

18 

29 

17 

31 

16 
16 

29  Approx. 
29  Approx. 

19 

45 

69 


AMERICAN    IRON    AND    STEEL    INSTITUTE,    MAY    MEETING 


Variety  of 


Approx. 

E.F.C. 

Number 

Section 

D.W.T. 

Design 

Shipyard 

of  Ships 

Shapes  Thicknesses 

CARGO  SHIPS  (cont'd 

) 

3,800 

49 

Albina 

13 

19             37 

3,500 

20 

American  S.B. 

56 

19             43  Approx. 

Globe 

10 

19             43 

McDougall-Duluth 

10 

19             43  Approx. 

Saginaw 

12 

21             37 

Toledo 

8 

20             43 

Eeq. 

Staten  Island 

5 

21             43 

3,400 

44 

Manitowoc 

14 

21             38 

CARGO  —  TRANSPORTS 

10,000 

29 

New  York  S.B. 

3 

24             56 

8,000 

24 

Hog  Island 

70 

32           129 

5,000 

Eeq. 

Cramp  S.&E.B. 

3 

25             55 

COLLIER 

8,600 

Eeq. 

New  York  S.B. 

5 

30             60 

TANKERS 

1 

Navy 

Newport  News 

8 

28             59 

12,650 

Eeq. 

New  York  Ship 

4 

34             91 

10,300 

59 

Baltimore  D.D. 

12 

22              61 

10,150 

Eeq. 

Sun  S.B. 

8 

30             56 

10,000 

47 

Bethl.—  Sp.P.&Un. 

28 

29             62 

41 

Moore  S.B. 

6 

19             38 

9,800 

Eeq. 

Texas   S.S. 

4 

36             88 

7,500 

31 

Bethl—  H.&H. 

3 

39             83 

Terry  S.B. 

10 

39             83  Approx. 

6,000 

58 

Baltimore   D.D. 

6 

19             33 

4,800 

Eeq. 

Bethlehem  —  Moore 

1 

23             41 

Variety  of 

Approx. 

E.F.C. 

Number 

Section 

D.W.T. 

Design 

Shipyard 

of  Ships 

Shapes  Thicknesses 

TUGS 

Ocean 

35 

Bayles 

2 

10             13 

Bethlehem  —  Moore 

20 

12              14 

Newburgh 

3 

12              16 

Providence 

10 

11              12 

Whitney 

10 

9             11 

Harbor 

36 

Johnson 

6 

8             12 

Northwest  Eng. 

2 

8             12  Approx. 

70 


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20  1935 


LD  21-100m-7,'33 


CaylordBros 

Makers 

Syracuse,  N.  Y. 
PAT.  JAN.  21,  1908 


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UNIVERSITY  OF  CALIFORNIA  LIBRARY 


